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Xerion is using molten salt to refine the key battery mineral domestically and efficiently.

When John Busbee started his battery technology company in 2010, his strategy was about making just one small part that could be widely used by other manufacturers. He launched Xerion Advanced Battery Corp. at a University of Illinois startup incubator in a bid to commercialize a novel breakthrough in nanostructured foam for the internal components of batteries.
That same logic has since led the company to produce other key materials for the energy transition, including cobalt and, now, gallium, Heatmap has learned.
The same year Busbee started Xerion, some 7,000 miles west across the Pacific, China cut off shipments of rare earth metals to Japan amid a geopolitical spat over contested islands. The move shocked the democratic world and made apparent a troubling fact — that over the preceding few decades, China had seized nearly full control of the global supply of these key metals for magnets and electronics. In the years since, Beijing has used export restrictions on rare earths and other minerals to the U.S. and its allies as a geopolitical cudgel, leading Busbee and others to look for ways to rewire global supply chains away from China.
Xerion had previously experimented with molten salt electrolysis, a process that involves running an electrical current through salt that’s been heated to somewhere from 800 to 1,600 degrees Fahrenheit — hot enough to achieve a liquid state, corrosive enough to eat through rock ore but leave behind the desired metals.
Ultimately the team at Xerion found that this method could be used to process cobalt, which is sourced mostly from Chinese-controlled mines in the Democratic Republic of the Congo. The molten salt would eat away at the igneous rock containing the bluish battery metal, leaving behind the mineral. The company opened its pilot cobalt-refining facility in Dayton, Ohio, in April, and reached its goal of producing 5 metric tons for the year.
Now Xerion is expanding into producing gallium. The U.S. has no domestic industry to produce the soft, silvery metal, and imports of the raw material – widely used in solar cells, nuclear sensors, electric vehicle batteries, and semiconductors – have skyrocketed by nearly threefold since 2020. China banned exports to the U.S. in December.
“Gallium was low-hanging fruit,” Busbee told me. “It’s in all the radars. It's in all the missiles. It’s in all the planes. All the new chargers that are really compact are made with gallium nitride. It’s also in the cell phones. And it’s something where China has the market cornered.”
The U.S. stopped producing its own gallium in 1987, according to a U.S. Geological Survey report. Before then, the metal came as a byproduct of turning bauxite into aluminum; in China, where the vast majority of global production moved, the government requires alumina refineries to also extract gallium. As alumina processing disappeared in the U.S., there was no market incentive for refineries to invest in the complex process of also extracting gallium, which makes up a tiny fraction of 1% of the total bauxite ore.
At least one major proposed rare earths mine in the U.S., the Sheep Creek site in Montana, boasts large deposits of gallium, and U.S. Critical Materials Corp., the project’s Salt Lake City-based developer, inked a deal to work on building a pilot plant to test its own refining technology with the Idaho National Laboratory this summer. But the project is still at an early stage.
The benefit of using molten-salt electrolysis, Busbee said, is that it provides a shortcut. “I tell people I’m kind of dumb and stubborn,” he said. “What I mean by dumb is that I wasn’t in the industry, so I didn't know that it was widely known that you don’t use this method because it’s so aggressively corrosive that it’s a pain in the butt. And by stubborn I mean that, once we picked that, we stuck with it and spent 10 years optimizing these incredibly corrosive molten salts for the battery space.”
Since the molten salt will eat through nearly everything the Ohio-based Xerion isn’t looking to collect, the process can pull gallium out of mining waste and other sources with low concentrations of the metal.
“It’s a one-step process,” Busbee told me. “A lot of people dissolve in acid, then have to evaporate it and recrystallize it. Sometimes there are multiple rounds. There can be 15 to 100 steps. Ours is one step.”
Asked what the catch might be, Busbee laughed. “It’s been a pinch-me technology,” he said. “As we keep going further, we keep finding good things.”
There’s still some waste rock left behind after the process, and the company said it’s figuring out useful ways to sell that material.
Despite its 15 years in operation, Xerion’s bid to enter the critical minerals market is new enough that many analysts were unfamiliar with the company and its approach. BloombergNEF declined to comment. Benchmark Mineral Intelligence, the London-based battery metals consultancy, cautioned that Xerion’s claims of “very high recoveries” of materials “seems to be in a lab environment rather than at scale.”
“With respect to Xerion’s original cobalt line, my understanding is this is still at pilot stage, so difficult to compare against industry production,” William Talbot, the lead cobalt analyst at Benchmark, told me via email.
But Ryan Alimento, an energy analyst at the Breakthrough Institute, said the ability of molten salt to refine minerals to much higher concentrations than water-based solutions is real.
“The advantage of molten salt is exactly what Xerion says,” he told me. Still, he said, opening a pilot plant is just “the first stage in the entrepreneurial valley of death.”
“There’s still a lot more steps needed along the way,” Alimento said. “When you have a company introducing a new processing technology like this that really diverts from the norm, it requires a lot of capital.”
Xerion has raised “a little over $100 million” from venture capitalists and family offices, Busbee said. As the company moves into manufacturing, however, he told me he plans to tap into more large institutional investors. That may offer some promise. Critical minerals are undergoing something of a dealmaking boom as investors clamber for stakes in companies whose metals could win the bonus tax credits the Biden administration offered for domestically-produced materials or avoid the trade penalties the Trump administration has slapped on imports from adversary nations.
President Donald Trump has also used the military to invest directly into rare earths production. The Department of Defense bought a stake in MP Materials, the only active rare earths producer in the U.S., in what The Economist described as the federal government’s biggest intervention in a private company since nationalizing the railroads during World War I. While it’s not a direct ownership stake, the federal Defense Logistics Agency earlier this month awarded Xerion funding through the Small Business Innovation Research program to carry out tests on the economic viability of its technology. Xerion said it expects to complete the first phase of the testing in the first quarter of next year, and plans to pursue grants for the second and third phase analyses.
“This is definitely a priority for the U.S., which is good because what companies need is unambiguous and long-sustained government support for something like this,” Alimento said. “It does not surprise me that a company like Xerion would be thriving in this kind of industrial-policy ecosystem.”
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The startup and the city announced the contract on Tuesday.
The City of New York announced on Tuesday that it will partner with curbside charging startup it’s electric to expand the city’s PlugNYC electric vehicle charging network from 88 curbside charge points today to around 700 by 2030.
“To put in perspective how important this is,” Tiya Gordon, it’s electric’s co-founder and COO, told me. “London and New York City have similar populations. But London has around 27,000 curbside EV chargers while New York City has just 88 so this is a major opportunity for expansion.”
The $60.2 million contract, which covers both installation and five years of operation, is part of New York’s Green Rides Initiative, which aims to replace all rideshare vehicles on the city’s streets with either zero-emission or wheelchair-accessible alternatives by 2030. The program began in 2021 with a pilot in partnership with electric utility Con Edison and EV charging startup FLO. Phase one of the new agreement will involve replacing those chargers with it’s electric models by early 2027, followed by a second phase that will involve installing 600 additional chargers across the city’s five boroughs — the largest municipal curbside charging buildout in the country to date.
The new charging stations will have four chargers apiece for a total of nearly 150 new stations, are just the first step towards addressing this explosion in demand. Each station will come equipped with Level 2 chargers, which can charge a vehicle to 100% of its battery level within seven hours. The city says it will encourage off-peak or overnight charging through “pricing [focused] on affordability while encouraging reasonable turnover,” such as the pilot program’s time-differentiated pricing structure. Where feasible, the stations will beature docking connections to charge e-bikes.
As of February, approximately 13% of New York City’s rideshare vehicles were electric, but that number is growing as both Uber and Lyft’s aim to electrify their entire U.S. fleets by 2030. According to Gordon, commuting to rapid charging stations throughout the city and waiting for a station to become available while on shift costs drivers 30% of their income. Rapid chargers exacerbate the problem; they slow down significantly once the charge reaches 80% to prevent the EV battery from overheating, forcing drivers to either wait for significantly longer or make more frequent stops to charge.
“They’re losing a lot of their income in driving to the limited number of public fast charging stations in New York City — because there’s just two in Brooklyn, two in Manhattan, and a few at the airports,” Gordon said. “Access to curbside charging solves the majority of their problems as they can charge off-shift with a Level 2 charger on the curbside overnight.”
To enable drivers to charge while not on shift, the city will select locations where a greater concentration of rideshare drivers live, especially in outer boroughs far away from the suburban driveways or paid parking garages that typically house charging stations. Incorporating input from drivers, the Department of Transportation has already selected 10 neighborhoods across the city, including Stapleton in Staten Island and Unionport in the Bronx.
it’s electric itself is headquartered in the Brooklyn Navy Yard and manufactures its sleek, futuristic charging stations in Long Island City, Queens. Gordon first conceived of the company while walking through Brooklyn during the Covid-19 pandemic with her co-founder, Nathan King, commiserating over the struggle to find an affordable, convenient place to charge an EV. As the company grew, Gordon and King chose to keep manufacturing local not only to avoid tariff or supply chain complications, but also to deliver jobs in New York City across the entire value chain of an electric charging station — manufacturing, installation, operations, and maintenance. The company contracts with manufacturer Boyce Technologies, which also supplies the Help Point kiosks in the city’s subway system.
it’s electric’s design eliminates a bottleneck that often delays the construction of EV charging stations: the utility interconnection and permitting process. Instead of tapping into the grid, its chargers taps into the electricity supply in nearby buildings via a shallow conduit just below the sidewalk, leveraging spare electrical capacity. The charging stations meter and pay for their own electricity use, and in exchange for the building’s surplus power, it’s electric shares its revenue with building owners. While the first tranche of charging stations the company launches in New York City will be traditional utility-connected chargers, the NYC Department of Transportation confirmed to me that it may use the capacity-sharing design in future expansions.
Though it’s electric has installed these capacity-sharing chargers in major U.S. cities including Boston, Philadelphia, San Francisco, Detroit, and Washington D.C., the New York City project represents a major step up in scale — the 700 chargers it will deliver for New York City comprise almost half of the 2,000 chargers in its current pipeline. To support these projects and hire additional staff, the company also announced on Tuesday that it has raised a new bridge round of seed funding led by Halogen Ventures, bringing its total funding to $15 million.
Gordon thinks the expansion of EV charging in New York City is significant not just for her company, but for the EV industry on the whole. “It signals to the world that the U.S. is not backing down from electrification and is still moving forward in meaningful ways,” she told me. Next, Gordon is eyeing the global market. “The technology that we have really differentiates us because we can power our chargers from a variety of sources — the utility connection, an adjacent building, or even wooden utility poles overhead. The next announcements from it’s electric will center around our expansion from NYC to other countries.”
On a Russia-Ukraine truce, Dems’ climate shift, and Ambler Road
Current conditions: Temperatures in Laredo, Texas, are soaring past 103 degrees Fahrenheit amid a heat wave scorching the Southern and Central United States • Tropical Storm Norbert is weakening in the Pacific right as another depression is strengthening into Tropical Storm Odalys • South Africa’s KwaZulu-Natal is facing severe thunderstorms with winds of up to 50 miles per hour.
President Donald Trump declared a truce Monday morning between Russia and Ukraine over energy infrastructure, claiming that both countries had agreed to stop attacking refineries, pipelines, and power plants going forward despite those facilities representing frequent targets since the war began in 2022. In a post on his Truth Social platform, the U.S. leader said record-high diesel prices were “mostly caused by the Russia/Ukraine war, not Iran,” suggesting prices would come down now that “Ukraine has agreed to not hit Russian energy targets” and “Russia has agreed to do likewise.” Neither Kyiv nor Moscow has confirmed the pact, according to Reuters.
Meanwhile, the price of Brent crude, the global oil benchmark set out of Europe, briefly surpassed $109 per barrel before coming back down to $106 by the time the market closed Monday. West Texas Intermediate, out of the U.S., hit about $102, while Murban crude from the United Arab Emirates shot up 10% to $131 per barrel. The latest surge came after Saudi Arabia halted shipments via its East-West Pipeline, the main conduit through which the kingdom has exported oil since the Strait of Hormuz’s closure stopped tankers from leaving the Persian Gulf.
The average fuel surcharge for grain shipments on U.S. railways more than doubled over the past year, in the latest sign of how soaring energy prices will spur inflation of food costs. The surcharge skyrocketed 153% to 48 cents per rail car-mile by the second week of September, according to a Reuters analysis of U.S. Department of Agriculture data. The surcharges accounted for 11% of the total rail transportation costs for shipping corn and soybeans, compared to 5% a year ago. Railroads collected about $3 billion in fuel surcharges in the second quarter of this year, covering 90% of diesel costs. The situation highlights why now is “the worst time for diesel to get expensive,” my colleague Matthew Zeitlin wrote last month, since harvest season is around the corner and most farming equipment runs on the fuel.
House Democrats are out with their first new climate agenda since the Green New Deal’s glory days of 2020. This time, however, it’s more of what the top Democrat behind the proposal called “a workable plan for long term economic and job growth” than an emissions-cutting blitz. My colleague Emily Pontecorvo has a detailed breakdown of what’s in it, but here are the five big takeaways:
“We’re not introducing a bill after this,” Representative Kathy Castor, the Florida Democrat who oversaw the project to draft the agenda, told Emily. “We’re providing it to policymakers in Washington for them to build the bipartisan support you need to get something across the finish line. The Trump administration is going to be there for two more years. What can we get done now that would have bipartisan support?”
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The U.S. needs $110 billion to build 45 gigawatts of new power generation through 2030 to meet the surging demand from data centers, according to a Moody’s Ratings analysis. More than 30 gigawatts of that supply is slated to come from natural gas-fired plants, with solar and storage making up much of the rest and nuclear restarts accounting for less than 5%, Bloomberg reported. That all sounds like a lot. But consider that the U.S. started this year on track to add 86 gigawatts of new generation, much of which it from solar and storage, according to data from the U.S. Energy Information Administration. In other words, we deployed nearly twice as much new generation in the past year as we would need for data centers through the end of this decade.
The nation’s largest operator of nuclear and geothermal power plants, Constellation Energy, certainly sees gas as the likelier near-term source of power generation in New England. On Monday, Utility Dive reported that the utility giant plans to buy the 609-megawatt Rhode Island State Energy Center from Shell Energy for $715 million. It’s easy to see why gas looks like a safe bet. Three Massachusetts utilities are now suing Hydro-Quebec, the state-owned utility in Canada’s French-speaking province, over a shortfall in deliveries during particularly hot days this summer — while Hydro-Quebec is, in turn, suing for payments it says the American power companies owe, according to Canary Media. That electricity drama is unfolding as New Englanders prepare to “pay through the nose to stay warm this winter” as the price of heating fuel soars, Matthew wrote last week.

Almost exactly a year ago, Trump issued an executive order approving the long-stalled federal project to build a road through the Alaskan wilderness to support production of minerals from the remote Ambler Mining District. Now the U.S. government is taking a 10% stake in Trilogy Metals, the 50% co-owner of a joint venture with the Australian miner South32 focused on extracting copper, zinc, and other metals from the site. As part of the deal, the company said in a press release, the Department of Defense “committed to work in good faith to help facilitate financing required for construction of the proposed 211-mile, industrial-use-only Ambler Road.”
The Pentagon also inked a $450 million deal with The Elmet Group, an integrated miner and processor, with $150 million earmarked for Toronto-based Blue Moon Metals’ tungsten mine in Nevada, Mining.com reported.
There’s still an open debate about how much of the nuclear supply chain Saudi Arabia would be allowed to control under the kingdom’s coveted deal with the Trump administration. Whether the Saudis should enrich — or, even more worrying from a nonproliferation standpoint, recycle — nuclear fuel will generate heated discussion in the years to come. But it looks increasingly likely that the oil-rich nation will mine at least some of its own uranium. “Exploration and geological studies at the Jabal Sayid project in Madinah have revealed estimated resources of around 110 million tonnes of ore with high concentrations of rare earth minerals, especially the heavy elements, alongside promising concentrations of uranium,” Prince Abdulaziz bin Salman, the kingdom’s energy minister, told Arab News.
A new set of policy proposals from House illustrates a marked change in rhetoric since 2020.
Nine House Democrats from the Sustainable Energy and Environment Coalition published a sweeping federal policy blueprint on Tuesday called the Thriving Economy Project. While it is explicitly not a policy platform, it is the first window we’ve gotten into how lawmakers are thinking about their next set of climate moves in the post-One Big Beautiful Bill Act era.
The last time House Democrats published a major energy and environment policy document was in 2020, when the House Select Committee on the Climate Crisis released the aptly titled report “Solving the Climate Crisis.” The Thriving Economy Project covers many of the same themes as that 2020 platform — energy, agriculture, disaster recovery, innovation. It even contains some of the same policy proposals. But as the contrast in titles suggests, the approach is markedly different.
The 2026 version doesn’t call itself climate policy at all. Though it contains plenty of proposals to support cleaner energy and reduced emissions, it frames them in terms of affordability, economic opportunity, resilience, and competitiveness, rather than as a means to stop planetary warming. The words “climate change” aren’t entirely absent, but they appear primarily as the context for proposals to improve disaster preparedness, response, and recovery, or to adapt infrastructure to higher seas and hotter days.
This isn’t a huge shock. We’ve written quite a bit at Heatmap about how climate change advocacy is shifting away from talking about the crisis directly to messaging about the benefits of actions that just so happen to cut carbon or shore up communities against disasters. When I compared the number of times certain words and phrases appeared in the 2020 package versus this new one, the evidence of that rhetorical shift was decisive.
Mentions of “climate change” dropped from more than 500 to 22. Whereas the 2020 package cited the “climate crisis” more than 150 times, the new report casually references it in just four places. In 2020, Democrats framed their entire platform around hitting “net-zero” by 2050, citing the goal 139 times. Net-zero appears just once in the new package in a chapter about investing in innovation. According to the International Energy Agency’s “Net Zero Roadmap,” it says, about a third of the emissions reductions required to get there “will come from technologies still under development.”
While lawmakers took a stand six years ago to fight for “environmental justice,” that term is wholly absent from the new report. Instead of pushing for policies that improve outcomes for “communities of color,” a phrase which appears just five times in the Thriving Economy Project, it focuses on building “thriving communities” and improving outcomes for “low income” and “underserved” populations.
It’s easy to be cynical about the political calculation these rhetorical shifts reflect, but the two policy platforms were also written for different audiences. Florida Representative Kathy Castor, a Democrat who led the creation of both versions, told me that the goal of the Thriving Economy Project was to come up with policies that could be adopted in the next two years. “This effort is driven by solving problems ASAP where we think there can be bipartisan support,” she said. The 2020 document, by contrast, was a wishlist for a future Democrat-led Congress and administration. Much of what was in it later became part of the Infrastructure Investment and Jobs Act and the IRA, but has since been dismantled under Trump.
The increased frequency of certain other terms — such as “energy security,” “cybersecurity,” and “geopolitical” — is also a reminder that between the war over Ukraine, the war in Iran, and the AI race, a lot really has changed since 2020.
Just because the report is not explicitly about climate change doesn’t mean it’s not a climate policy document, however. When I asked Sean Casten, a Democratic representative from Illinois who also worked on the project, whether he considered the policies to be about addressing climate change, he responded that there was no way to talk about energy or home insurance and not talk about climate. “You also don’t necessarily have to use the word climate to talk about all of those things, right?” he added.