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The Berkeley-based startup has a chemical refining method it hopes can integrate with other existing recycling operations.
Critical minerals are essential to the world’s most powerful clean energy technologies, from batteries and electric vehicles to power lines, wind turbines, and solar panels. But the vast majority of the U.S. mineral supply comes from countries such as China, putting supply chains for a whole host of decarbonization technologies at geopolitical and economic risk.
Recycling minerals domestically would go a long way toward solving this problem, which is exactly what ChemFinity, a new startup spun out of the University of California, Berkeley, is trying to do. The company claims its critical mineral recovery system will be three times cheaper, 99% cleaner, and 10 times faster than existing approaches found in the mining and recycling industries. And it just got its first big boost of investor confidence, raising a $7 million seed round led by the climate tech firms At One Ventures and Overture Ventures.
“We basically act like a black box where recyclers or scrap yards or even other refiners can send their feedstock to us,” Adam Uliana, ChemFinity’s co-founder and CEO, told me. “We act like a black box that spits out pure metal.”
It works like this: After a customer sends ChemFinity its feedstock — anything from a circuit board to a catalytic converter to recently mined metal ore will do — the material goes into a chemical solution that dissolves the metals to be recovered, separating them from the solid feedstock. That liquid is then pumped through ChemFinity’s sorbent filters, which capture target minerals “like metal-selective Brita filters.”
The core breakthrough is a new polymer used in these filters that Uliana and his co-founder designed while PhD students in Chemical Engineering at Berkeley. The novel material is made of innumerable mineral-trapping pores smaller than the width of a hair, making it “so porous that 1 gram of the material — like a spoonful of the material — can have the same surface area internally as that of a football field,” Uliana told me. This allows the filters to capture an astonishing amount of metal using very little polymer.
Crucially, the pores are customized for each specific mineral. “You can tune the size of these pores, the shapes of these pores, the chemistries of these pores, and it basically acts like a cage, or like an atomic catcher’s mitt, just for that individual metal,” Uliana explained. After that atomic mitt traps the minerals, a proprietary liquid solution flows through the mineral-filled polymer, stripping off the minerals so that they can be recovered. The company can then reuse the porous sorbent without performance loss.
Uliana told me this method is orders of magnitude more efficient than what exists on the market today — even when compared to the most successful and innovative startups in the space such as Redwood Materials, which recycles lithium-ion battery minerals. That’s because refining typically requires more than a dozen steps and extremely high temperatures, as systems remove impurities one by one, gradually concentrating a mineral until it’s pure enough for commercial viability.
ChemFinity’s process, on the other hand, operates at room temperature. And because its filter is so selective, there are far fewer steps overall. “If we’re able to successfully scale this, it’s really unprecedented unit economics,” Uliana said. He sees potential for other companies like Redwood to adopt the startup’s refining technology as part of a larger operation.
But that’s a ways down the road. ChemFinity isn’t prioritizing battery recycling to begin with, instead focusing on recovering and refining precious metals such as gold, silver, and platinum. These minerals are all over the e-waste from consumer electronics —- things like circuit boards, connectors, memory chips, capacitors, and switches all contain precious metals.
They’re a good group of minerals to go to market with, Uliana explained, both because they’re expensive and difficult to purify. “These metals have extremely high value. So you don’t necessarily need to be quite as large-scale as if you were recovering copper from a copper tailing,” he told me. The flip side, though, is “that these are some of the hardest minerals to separate.” So if ChemFinity proves capable of refining these at scale, it will be a pivotal proof point as the startup looks to apply its process to more than 20 critical minerals across the periodic table.
With this first influx of funding, the company is looking to scale production of its novel sorbent material from a few kilograms to about 100 kilograms per day as it sets up initial pilots. And while ChemFinity’s first customers could range from manufacturers of clean tech to metal traders and jewelers, the company says its materials breakthrough could have applications in an even wider array of sectors, from wastewater treatment to carbon capture and petrochemical processing.
Because if ChemFinity has, as Uliana told me, truly created the “that perfect cage, just for one mineral at a time,” there really is a world of opportunity out there.
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Riders in Chicago, Philadelphia, and the San Francisco Bay Area are staring down budget crises, with deep service cuts not far behind.
Three of the country’s largest public transportation systems are facing severe budget shortfalls that have left them near a breaking point. Transit riders in Chicago, Philadelphia, and the Bay Area of California could see severe service cuts as soon as next year if their representatives don’t secure funding to fill significant gaps in their operations budgets, the result of dwindling ridership and federal aid.
Should these lawmakers fail or fall short, they could kick off what transit advocates refer to as a “death spiral,” where higher fares and worse service leads to lower ridership, which leads to more cuts, etc., until there’s effectively no service left.
“I think that in a lot of cases, the public, legislators, governors are maybe not aware of just how high the stakes are right now,” David Weiskopf, the senior policy director for Climate Cabinet, a nonprofit that helps to elect climate-minded politicians, told me.
Public transit is a uniquely tricky, political issue, as it requires convincing elected officials from across a given state to address an issue that primarily affects people in one concentrated region — even if that region happens to be one of the main economic engines of the entire state economy. And yet transportation is the No. 1 way Americans contribute to climate change. While electric vehicles get a lot more attention as a climate solution, expanding public transit can also reduce emissions with the added benefits of minimizing the raw materials extraction and electricity demand that come along with EVs.
But that’s just a part of what Weiskopf is talking about in terms of the stakes. Millions of people rely on public transit to get themselves to work and their kids to school. Public transit also reduces local air pollution and traffic. Losing the services that already exist would surrender all of those benefits — worsening affordability and quality of life just as they have become top-tier political issues.
There’s a clear chain of events that led so many major transit systems to the brink of collapse this year. In the late 1990s, Congress eliminated federal funding for public transit operations in major cities, instead allocating all of its financial assistance to capital transit projects, such as new or improved infrastructure. Buses and metros began to rely more heavily on revenue from fares to cover operating expenses like staff and fuel. That became disastrous when the COVID-19 pandemic hit and cut ridership dramatically.
Congress passed a series of pandemic relief laws that provided substantial funding for transit operations, keeping them afloat to shuttle essential workers. But that money dried up, and in many places, ridership has remained stubbornly below pre-pandemic levels for reasons including the rise in remote work. Meanwhile, transit systems continued to age, and the cost of labor and materials rose.
State lawmakers have been slow to act, allowing their biggest cities’ transit systems to inch dangerously close to the edge of a fiscal cliff. In Illinois, the legislature has just a few days left in its session to find the money to prevent layoffs and service cuts across Chicago’s three transit systems next year. In California, the state is hammering out a stopgap loan to keep Bay Area operators funded through 2026, while betting the longer-term health of the system on a ballot measure next fall. The split Pennsylvania legislature is at a total impasse on the issue. Governor Josh Shapiro recently authorized transit agencies to dip into their capital budgets to prevent immediate service cuts, but there’s no longer-term solution in sight.
These three states are not entirely unique — almost every public transit system in the country is dealing with the same challenges. But they’re useful case studies to illustrate just how high the stakes are, and what kinds of solutions are on the table.
Prior to the pandemic, two of San Francisco’s regional rail systems — Bay Area Rapid Transit, or BART, and Cal Train — were covering upwards of 70% of their operating costs with fares, Sebastian Petty, the senior transportation policy director at the San Francisco Bay Area Planning and Urban Research Association, or SPUR, told me. In 2024, however, fare revenue was roughly half of what it was in 2019, covering just under a third of the cost of running the system, with the rest filled in by emergency federal assistance. “There’s no real, obvious path to financial sustainability that doesn't involve some longer source of sustained new public funding,” Petty said.
BART now projects that its COVID relief funding will be gone by spring of next year, after which it will face a deficit of $350 million to $400 million per year. The implications are catastrophic. The fixed costs of operating the system are so high that service cuts alone can’t make up the shortfall. BART estimates that even if it cut service by 90% — including closing at 9 p.m., cutting frequency from every 20 minutes to once an hour, shutting down two full train lines, laying off more than 1,000 workers — that would not be enough to close the gap.
The legislature decided on a regional sales tax as the best way to fund the system, but has left the final say in the matter up to voters. In September, lawmakers passed a bill that authorized a ballot measure in five Bay Area counties next year. Voters will be asked to approve a sales tax increase of half a cent — or a full cent, in the case of San Francisco — for a period of 14 years.
Regardless of whether the ballot measure is successful, however, the transit system still faces a fiscal cliff next year without some kind of bridge funding. A separate bill requires the state Department of Finance to propose a solution for short-term financial assistance for Bay Area transit agencies to bridge the roughly $750 million budget gap for the next year to prevent immediate service cuts. The department has a deadline of January 10, after which the legislature will have to vote on the proposal.
“To be frank, this is not a great position to be in,” Petty said. “People are really, really worried.” But he said this still seems like the best path forward given how large the scale of money needed is. “I say this as someone who’s worked in transit for a while,” Petty told me. “Transit seems to be in some degree of perpetual funding challenge, but this one really is different.”
Chicago’s Regional Transportation Authority, which governs the area’s three transit companies, says that it faces a $230 million budget shortfall next year, which could increase nearly fourfold in 2027 without new funding. The agency has warned that it will begin cutting paratransit service for people with disabilities as soon as April, which will expand to main line service and layoffs over the summer if the legislature can’t agree on a new revenue source this month.
Amy Rynell, executive director of the Active Transportation Alliance, a Chicago-based nonprofit, told me the uncertainty alone has hurt the transit operators’ ability to plan. “The agencies are having to spend a lot of time putting forth multiple budgets to figure out what to do in this moment,” she said. “That’s detracting from the ability to build for the future and develop new projects. People are having to look at keeping the doors open versus making transit better.”
Lawmakers in Illinois spent much of the first half of the year trying to nail down a deal, but they prioritized working on reforms to the regional transit system before figuring out how to fund it. On May 31, during the final hours of the regular legislative session, the state Senate passed a bill that would create several revenue raisers for public transit, such as a statewide $1.50 “Climate Impact Fee” on retail deliveries, a statewide electric vehicle charging fee, a real estate transfer tax, and a tax on rideshare services like Uber and Lyft. But lawmakers in the House claimed they didn’t have enough time to review the implications of such measures. An earlier idea to increase tolls died in the face of opposition from lawmakers representing the suburbs as well as labor groups.
The legislature has just three days left — October 28 through 30 — in a special veto session to reach an agreement on transit funding. Rynell was optimistic that it would get there. “It remains a priority of the House, Senate, and governor’s team,” she said. “People have put a lot of time and effort into getting a good package because the legislative leaders don’t want to be back in the same place in five or 10 years.”
For two years in a row, the Southeast Pennsylvania Transportation Authority, or SEPTA, has narrowly avoided a fiscal crisis with stopgap solutions from the governor’s office after the legislature failed to secure any transit funding. In November 2024, Governor Shapiro got approval from the Biden administration to transfer $153 million in federal capital highway funds to SEPTA, preventing immediate service cuts and postponing a 21% fare hike. But the agency still anticipated a $213 million gap, and said it would have to implement both the rate hike and service cuts this fall unless it secured additional funding.
The funding never came. The Pennsylvania legislature, paralyzed by a one-seat Democratic majority in the House and a Republican Senate, let a June 30 state budget deadline come and go. “Five of these funding bills, sort of different permutations, passed the State House that would have given sustainable revenue for transit,” Stephen Bronskill, the coalition manager at Transit Forward Philadelphia, told me. “All these bills were bipartisan. They failed in the State Senate.”
Weeks of uncertainty and chaos followed. In late August, SEPTA followed through with raising fares and began cutting service. Just two weeks later, however, a court sided with consumer rights advocates who argued that the cuts disproportionately impacted people of color and low-income riders, and ordered SEPTA to restore service.
During those two weeks, residents got a taste of what the future could hold: workers late to work, students late to class, overcrowded buses and trolleys, confusion about which routes were still operating. After the court order, SEPTA turned to a desperate measure — a request to use up to $394 million of state funds designated for capital expenditures on its operations, instead. The move would preserve full service for two years, but at the expense of infrastructure repairs and upgrades. Governor Shapiro approved the request.
“It’s a Band-Aid solution, and no new money for transit has been allocated,” Bronskill said. It’s also a particularly terrible time to deplete SEPTA’s capital budget, as its aging railcars are becoming dangerous to operate. There have been five fires on SEPTA railcars in 2025 alone. A recent report from the National Transportation Safety Board found that the Authority’s 1970s-era “silverliner” cars, which make up about 60% of the fleet, predate federal fire safety hazards and require either extensive retrofits or replacement.
The money will also only benefit transit systems in Philadelphia and Pittsburgh, Bronskill noted. “Every other transit agency across the state faces the same cliff of having to cut service in the face of the deficits. So we are continuing this fight.”
Pennsylvania lawmakers have proposed some of the same ideas that have been floated in Illinois to raise money for transit. They’ve also considered a car rental and lease tax, diverting funding from the state sales tax, taxing so-called “skill games” common at bars and convenience stores, and legalizing recreational marijuana.
To Justin Balik, the state program director for the climate advocacy group Evergreen Action, the challenge is not so much about coming up with revenue options as mustering “political will and urgency and prioritization.”
But more than anything, Pennsylvania suffers partisan politics and total paralysis due to its split legislature, which is now more than 100 days past the deadline to set even a basic state budget for next year. “I think once that is done, we all have our work cut out for us to tell the story in a compelling way of why the problem isn't solved and why we need faster action on this,” Balik said.
Evergreen is part of a new coalition of environmental and transit advocacy groups and think tanks called the Clean RIDES Network, which stands for Responsible Investments to Decrease Emissions in States, that’s trying to engender the political will for and prioritization of clean transportation solutions in statehouses around the country. The group is advocating for “a more holistic plan for transportation advocacy” that brings together ideas like avoiding highway expansions, improving transit access and efficiencies, and investing in vehicle electrification. Over 100 organizations are involved, including national groups like RMI, Sierra Club, and the NRDC, as well as state advocacy outfits like the Clean Air Council in Pennsylvania and Active Transportation Alliance in Illinois.
Advocates like Balik and Weiskopf, of Climate Cabinet, argued that it’s the right time to put transportation at the front and center of the climate fight. While there’s little state leaders can do to counter President Trump’s actions to weaken U.S. climate policy, public transit is one of the few areas they control. “This is a place that all of these lawmakers have the opportunity to do something meaningful and effective,” Weiskopf said, “even if it is just to prevent another thing from becoming much worse.”
On Detroit layoffs, critical mineral woes, and China hawks vs. cheap energy
Current conditions: Two tropical waves are moving westward across the Atlantic, with atmospheric conditions primed to develop into a storm in the Caribbean • Douala, Cameroon’s largest city and economic capital, notched its highest October temperature since records began in the 1800s, at nearly 95 degrees Fahrenheit • In Spain, average temperatures have eclipsed 86 degrees every day of this month so far.
Secretary of Energy Chris Wright. Alex Wong/Getty Images
On Friday afternoon, Politico published an explosive story suggesting that Secretary of Energy Chris Wright had strained his relationship with President Donald Trump by taking too deliberative an approach and consulting industry before slashing clean energy programs. The report, based on conversations with 10 anonymous sources, teased the possibility that Wright could end up departing the agency. “It just seems so messy right now,” one of the sources said in reference to the relationship. “I don’t know how much longer he’s got.” The frustration, the story indicated, was mutual. The former chief executive of the fracking giant Liberty Energy, Wright reportedly “has been dissatisfied for some time with taking direction from the White House and the strictures of government after years of running his own company,” a dynamic that mirrors issues former Exxon Mobil Corp. CEO Rex Tillerson faced as Secretary of State in Trump’s first administration.
When I reached out to an insider with knowledge of the agency, the source told me the story was months behind and no longer reflected the current relationship between Wright and the White House. Other Republicans certainly don’t see Wright’s approach to cutting clean energy programs as too cautious. In an interview with another Politico reporter, Josh Siegel, Utah Senator John Curtis said Wright “does have concerns about too many renewables going onto the market. I don’t. With time my approach has proven right and it will again, in that the government needs to play a productive role in providing affordable, reliable, clean energy.” Meanwhile, more than a third of Americans say their electricity bills are a “major” source of stress, according to a new Associated Press poll.
The Federal Reserve and the Federal Deposit Insurance Corporation last week rescinded a policy requiring the nation’s biggest banks and lenders to factor risks from climate change into longterm planning, The New York Times reported Friday. The Federal Reserve Board staff had called the Biden-era policy “distracting” and “not necessary,” and regulators now said the existing rules that banks “consider and appropriately address all material financial risks” were enough. Critics said the rule change was a cynical ploy to boost fossil fuel production and blamed the FDIC board, whose appointees include White House budget director Russell Vought, for putting the U.S. economy at risk of higher costs as warming worsens.
Auto parts manufacturer Dana Incorporated laid off more than 100 employees from its electric vehicle battery factory in Auburn Hills, Michigan, last week, as the Trump administration’s funding cuts begin to take effect in the broader economy. The pink slips came abruptly. “It’s hard. It’s hard. I’m a single mom of four. So this unexpected layoff is even harder,” one worker, Kassandra Pojok, told the local broadcaster Fox 2. “There are a lot of single parents, a lot of people who are wondering, ‘How are we going to pay our rent?’ We have one check, not even a full check left. We were told not to work our last day.”
The job cuts come in the wake of the Heatmap’s Jeva Lange called “a multi-front blitz on EVs.” The president’s landmark tax law, the One Big Beautiful Bill Act, terminated the country’s main federal tax credit for electric vehicles last month. The dramatically shortened deadline led to a surge in EV purchases in the last three months before the tax credit disappeared. “This decision is the result of the unexpected and immediate reduction in customer orders driven by lower demand for electric vehicles, which has rendered continued operations at the plant no longer viable,” Dana Incorporated said in a statement. The factory closure marked “the third time in two months that clean energy manufacturing jobs in Michigan have been put on hold or canceled,” according to the advocacy group Climate Power.
As regular readers of this newsletter know, China is ratcheting up export restrictions on critical minerals such as rare earths. On Friday, the president of the Council on Foreign Relations warned that minerals are “America’s most dangerous dependence.” In a blog post on the influential think tank’s website, Michael Froman warned that China could restrict global access to critical mineral products, including rare earth magnets, and bring much economic activity to a screeching halt.” As the most recent export controls show, “China is willing and able to exploit this strategic vulnerability,” he wrote. “It has already proven its willingness to use export controls as a tool of economic coercion.”
To accelerate domestic production in the U.S., the Trump administration has taken ownership stakes in mining projects, speeded up permitting, and started stockpiling minerals for the military. By gutting the electric vehicle tax credit, however, the administration eliminated one of the most significant sources of demand for mineral production, Heatmap’s Matthew Zeitlin wrote earlier this year, calling it the “paradox” of Trump’s mining policy. As I reported on Friday for Heatmap, overseas mining projects in developing countries don’t always work out; just look at what chaos the coup of Madagascar has created for Denver-based Energy Fuels’ mine in the African nation. But the U.S. can’t go it alone on metals. “While it might be important for the United States to develop some production capacity here at home, it doesn’t have to play catch up entirely on its own,” Froman wrote. “It should work with allies and partners to bring mining and production facilities online more quickly.”
The West can’t lower its energy costs without working with Chinese companies, according to an executive from one of China’s biggest wind turbine manufacturers. While Kai Wu, the vice president of Goldwind, said it was “fully understandable” that foreign governments want to strengthen local supply chains, China’s cost advantage in turbine manufacturing had grown “huge,” at about “40%, at least” compared to Western rivals, he said in an interview with the Financial Times. “I always ask them: are you ready to sacrifice the cost of energy? Everybody wants to have the best salary and the lowest workload, but it’s not reality.”
The provocative statements came as fellow Chinese turbine manufacturer Ming Yang announced plans for a factory in Scotland as part of a push into Europe. It’s coming as China’s own market matures. As I reported in this newsletter in July, Chinese solar installations plunged 85% when the country removed incentives for more panel deployments. With the rate of deployment decreasing, Chinese manufacturers are looking overseas for new markets, as Matthew reported last week. In spite of these trends, China’s power production from coal and gas dropped 5% in September, according to the Centre for Research on Energy and Clean Air’s Lauri Myllivirta, contributing to a 1.2% drop for the first nine months of the year.
Sixty years after the Thames was declared biologically dead due to years of pollution, the Zoological Society of London has found that the river is revived. Hundreds of wildlife species have returned to London’s central waterway, including seahorses, eels, seals, and shark species with charmingly English names like tope, starry smooth hound, and spurdog sharks.
The lost federal grants represent about half the organization’s budget.
The Interstate Renewable Energy Council, a decades-old nonprofit that provides technical expertise to cities across the country building out renewable clean energy projects, issued a dramatic plea for private donations in order to stay afloat after it says federal funding was suddenly slashed by the Trump administration.
IREC’s executive director Chris Nichols said in an email to all of the organization’s supporters that it has “already been forced to lay off many of our high-performing staff members” after millions of federal dollars to three of its programs were eliminated in the Trump administration’s shutdown-related funding cuts last week. Nichols said the administration nixed the funding simply because the nonprofit’s corporation was registered in New York, and without regard for IREC’s work with countless cities and towns in Republican-led states. (Look no further than this map of local governments who receive the program’s zero-cost solar siting policy assistance to see just how politically diverse the recipients are.)
“Urgent: IREC Needs You Now,” begins Nichols’ email, which was also posted to the organization’s website in full. “I need to be blunt: IREC, our mission, and the clean energy progress we lead is under assault.”
In an interview this afternoon, Nichols told me the DOE funding added up to at least $8 million and was set to be doled out over multiple years. She said the organization laid off eight employees — roughly a third of the organization’s small staff of fewer than two-dozen people — because the money lost for this year represented about half of IREC’s budget. She said this came after the organization also lost more than $4 million in competitive grant funding for apprenticeship training from the Labor Department because the work “didn’t align with the administration’s priorities.”
Nichols said the renewable energy sector was losing the crucial “glue” that holds a lot of the energy transition together in the funding cuts. “I’m worried about the next generation,” she told me. “Electricity is going to be the new housing [shortage].”
IREC has been a leading resource for the entire solar and transmission industry since 1982, providing training assistance and independent analysis of the sector’s performance, and develops stuff like model interconnection standards and best practices for permitting energy storage deployment best practices. The organization boasts having worked on developing renewable energy and training local workforces in more than 35 states. In 2021, it absorbed another nonprofit, The Solar Foundation, which has put together the widely used annual Solar Jobs Census since 2010.
In other words, this isn’t something new facing a potentially fatal funding crisis — this is the sort of bedrock institutional know-how that will take a long time to rebuild should it disappear.
To be sure, IREC’s work has received some private financing — as demonstrated by its solar-centric sponsorships page — but it has also relied on funding from Energy Department grants, some of which were identified by congressional Democrats as included in DOE’s slash spree last week. In addition, IREC has previously received funding from the Labor Department and National Labs, the status of which is now unclear.