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The seed-stage startup is eyeing a Series A after successfully enriching lithium and hydrogen isotopes.

While most coverage of the buzzy fusion energy industry — including my own — tends to focus on the startups promising to build commercial reactors within the next decade, a whole host of supporting industries will also need to mature in order to make that long-held scientific dream a reality. Isotope production is one of the biggest. No matter a company’s technical approach to fusion, it likely demands hydrogen and lithium isotopes — the former to fuel reactors, and the latter to breed more of that fuel.
That’s where Marathon Fusion comes in. The San Francisco-based seed-stage startup is developing isotope separation technology for two key purposes: recycling tritium — an extremely rare hydrogen isotope — from reactor exhaust so it can be reused as fusion fuel, and enriching lithium-6, which is needed to breed new tritium. On Thursday, the company announced that it succeeded in using its plasma centrifuge technology to enrich lithium-6 and hydrogen isotopes in the lab. (It can’t yet test the tech on actual tritium, which is expensive, radioactive, and tightly regulated by the Nuclear Regulatory Commission, so Marathon is validating its separation physics using the non-radioactive proxies deuterium and protium.) Marathon now plans to raise a Series A based on the results.
“People have wondered for a very long time when fusion is going to come, and everyone’s waiting on the big scientific announcements,” Marathon’s CEO Kyle Schiller told me. But while the industry waits for those breakthroughs, he argued, it’s high time to start commercializing the infrastructure fusion will need to become an actual commercial industry. “Ultimately, what we’re doing is reactor agnostic. Everyone’s going to need it.”
In the near term at least, most fusion companies plan to use deuterium-tritium plasmas to power the fusion reaction. But the process is inherently inefficient — only a small fraction of the fuel actually fuses in the reaction, while the rest gets expelled, even though it still contains valuable, unburned tritium that can be captured and reused.
Today, neither tritium nor the lithium-6 needed to make more of it are produced at anything close to the scale even a single commercial fusion reactor would require to get up and running. And existing isotope separation technologies — largely designed for small-volume defense programs and experimental reactors — aren’t sufficient to bridge the gap.
“When you have a single fusion power plant, that’s going to need about 1,000 times more lithium than anyone is producing today in any country,” Schiller told me, referring to lithium-6. “It would be totally prohibitive to build a fusion power plant at those economics.”
And while it’s at least possible to produce enough of this isotope to supply a future fusion industry by enriching lithium mined from rock, tritium presents a more fundamental problem. Because it’s radioactive and decays relatively quickly, it doesn’t occur naturally in meaningful quantities. Today it’s produced commercially as a byproduct of some fission reactors, but that supply amounts to just a few kilograms per year. A single 1-gigawatt commercial fusion reactor, by contrast, would need an estimated 56 kilograms annually. Meeting that demand will require fusion companies to breed their own tritium inside the reactor, a process that involves fusion-generated neutrons hitting lithium-6 nuclei, splitting them into tritium and helium.
It will also necessitate recycling the substantial amount of tritium that passes through the reactor without burning up. That’s where Marathon’s plasma centrifuge comes in. Centrifuges themselves are nothing new — engineers have used them for decades to separate uranium isotopes for nuclear fuel, spinning the gas at such high speeds that isotopes with different masses separate. Plasma centrifuges work on the same principle and have been studied since the Manhattan Project, but no one has yet successfully commercialized the approach for lithium and hydrogen.
Part of the reason is that, until recently, there simply wasn’t much demand for these isotopes. But the raw materials also present a physics challenge: Lithium and hydrogen isotopes have very similar masses. Separating them thus requires spinning the plasma so rapidly that, historically, the resulting heat has undermined the separation process itself. To address this, Marathon’s proprietary centrifuge tech uses a “partially ionized” plasma, in which some atoms have been stripped of their electrons while others remain neutral. The company says this configuration allows the centrifuge to operate at lower temperatures.
The materials testing lab Covalent has certified Marathon’s lithium-6 enrichment. The company hasn’t had its hydrogen separation results independently verified, though an MIT nuclear engineering professor has reviewed the device’s design. As a participant in ARPA-E’s Vision OPEN program, which solicits and supports ambitious energy projects, Marathon has also presented its hydrogen separation methodology and results at the ARPA-E fusion programs meeting in June.
Now, Schiller told me, the challenge is scaling up the technology’s core systems. “We need bigger magnets, better cooling, bigger power systems, and so that’s a buildout that’s going to take time and more capital,” he said. “But as far as the science is concerned, we feel like it’s at the point where we’re ready to make those kinds of commitments.”
Marathon is now looking to raise capital to build its first commercial pilot facility, with the goal of reaching full-scale production by 2029. Schiller told me the company expects its first full-scale facility to produce tens of tons of lithium-6 per year — enough, he says, to fuel a new gigawatt-scale fusion plant roughly every two years. Marathon also plans to recover and repurpose about 560 kilograms of tritium annually — roughly the amount that cycles through a 1-gigawatt reactor’s fuel system each year, most of which exits in the reactor’s exhaust without ever fusing.
Once fusion reactors are operating at scale, Marathon has a few other tricks up its sleeve. The startup also plans to build an “isotope production” business, using the copious volume of high-energy neutrons generated by fusion to manufacture valuable isotopes. The company made headlines last year with its claim that fusion-generated neutrons could transmute mercury into an unstable isotope that eventually decays into gold — potentially doubling a fusion reactor’s economic output (and proving the old alchemists right). But that work is still theoretical, based on computer simulations rather than peer-reviewed or experimentally validated work.
Marathon certainly has plenty to keep it busy in the near term, though. “There is a really amazing opportunity right now to say, look, the fusion supply chain is ready to go. We can start scaling up,” Schiller told me. “The science will progress in parallel, and we really want to land this together — not wait another 10 years after scientific results come in.”
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Current conditions: Cold air is sweeping into the American Northeast after a brief blast of summer-like heat that drove temperatures in New York City up to 85 degrees Fahrenheit last week • Hurricane Nolo crossed the International Date Line, officially becoming Typhoon Nolo • The heat wave roasting Southern California is straining the grid, causing outages for more than 23,000 people in the Los Angeles area.
Greenland’s government on Monday approved the mining and decommissioning plans for Critical Metals’ Tanbreez rare earths project, which Mining.com described as one of the world’s “larger undeveloped heavy rare earth projects outside China.” The preliminary economic analysis for the mine pegged its total value at $2.1 billion, with an estimated initial capital cost of $290 million. “Approval of the Mining and Closure Plans is a defining milestone for Tanbreez and for Critical Metals Corp.,” Tony Sage, the chairman and chief executive of Critical Metals, said in a press release. “It gives us a clear framework through 2050 to responsibly develop one of the world’s largest heavy rare earth deposits, in partnership with the government of Greenland and the communities of South Greenland.”
If it goes forward, the project could be among the first major rare earths mines in Greenland, where the Trump administration has claimed the right to veto any major foreign investments as part of the deal signed with the Danish government last month, which gives Washington perpetual security oversight over the self-governing North American island. Critical Metals, notably, is headquartered in New York, though its largest shareholder is the Australian mineral investor European Lithium Limited. Yet opening a new mine in the U.S. might be getting even easier. As my colleague Matthew Zeitlin reported last week, miners — ahem — struck gold with the regulatory changes in the bipartisan permitting reform bill.
The Department of Energy is preparing to unveil $150 million in funding for a 223-mile transmission line in Alaska that would serve nearly three-quarters of the state’s population of just 735,000 people. The move, reported first by Reuters, comes as Vice President JD Vance prepares to visit the state to support Republican Senator Dan Sullivan’s bid for reelection in what’s expected to be a tight race with Democrat Mary Peltola. The total cost of the project is $400 million.
First Solar built the largest photovoltaic manufacturing business in the U.S. by churning out thin-film panels that, while less efficient than the polysilicon-based technology popularized by China, perform better in low light and high temperatures, earning a solid market among utility-scale developers. But now Chinese manufacturer JA and its subsidiaries are allegedly muscling in on thin film — as is American Panel Solutions, a wholly owned U.S.-based subsidiary of the polysilicon giant Corning. First Solar now accuses the companies of illegally infringing its patent for manufacturing its solar cells, according to PV Tech. The Ohio-based giant has previously sued Jinko, Canadian Solar, T1 Energy, and Trina Solar. First Solar won a key preliminary victory in January.
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Starbucks has abandoned or watered down green targets and let go its sustainability staff as the coffee and food chain looks to cut $2 billion in costs. On Monday, the Financial Times reported that the company had revised or dropped pledges to halve water use and waste, and placed a target of slashing carbon emissions by 50% under review. While the pullback comes amid a broader retreat from environmental goals under the Trump administration, other coffee companies are still seeking to reduce pollution. Just yesterday, I told you that Keurig Dr. Pepper had come out with a version of its individual instant coffee pods that uses seaweed instead of plastic.
Type One Energy has raised a $200 million Series B as the startup races to develop the world’s first fusion power plant at the Tennessee Valley Authority’s Bull Run site in eastern Tennessee. The financing round was co-led by Breakthrough Energy Ventures and Clutterbuck Capital, with additional backing from Lowercarbon Capital, Siemens Energy Ventures, and SiteGround Capital. “The breadth and quality of investors in this funding round demonstrates growing support for our strategy to industrialize the commercial deployment of fusion energy,” Christofer Mowry, Type One Energy’s chief executive, said in a statement. “The Series B financing enables us to remain focused on advancing our stellarator technology and Project infinity design activities.”
The company has been working to establish its supply chain. In March, my colleague Katie Brigham broke news of a deal to start getting the material needed for its reactors.
New York City is notorious for the ways in which trash piles up on our sidewalks and evaporates into foul smelling mist during the hot summer days. But did you know it’s also piling up in the places we send it? The latest draft of the city’s once-in-a-decade management plan for solid waste indicates that the landfills receiving much of the five boroughs’ trash are filling up. Per Inside Climate News, the state is projected to run out of landfill capacity for the city’s garbage within 16 to 25 years.
The startup’s system builds on a vessel’s existing engine and makes it effectively fuel-agnostic.
The shipping industry has a dilemma. The European Union and other jurisdictions are increasingly requiring vessels to cut their carbon emissions, pushing shipowners toward lower-carbon fuels and away from traditional bunker fuel or diesel. But it’s still anybody’s guess which cleaner fuel — ammonia, methanol, or liquified natural gas — will prove most economical and efficient at scale. That leaves shipowners facing an uncomfortable choice: They must decide on a technology around which to build new engines and retrofit existing ones without knowing whether the fuel they bet on today will still be the best option a few years from now.
Blaze Energy says that its product will eliminate that choice. The startup, which announced a $6.5 million seed round on Tuesday — is making a compact fuel “reformer,” a device that uses a heated catalyst to split various alternative fuels into a hydrogen-rich gas. That gas can then be combined with the original fuel and conventional shipping fuel to power existing engines. With Blaze’s bolt-on retrofit, which the startup aims to make less than a tenth the size of the engine itself, shipping companies “can adjust their assets based on how the global energy landscape, regulation, as well as their company direction is changing,” the company’s CEO and co-founder, Rok Sitar, told me. For example, maybe LNG looks cheapest in the short term given its established supply chain, but ammonia could win out down the road.
So far, Blaze has conducted small scale demonstrations showing that its proprietary catalyst can reform ammonia, methanol, and LNG. The resulting hydrogen-rich mixture is extremely fast-burning, which helps the other fuels to burn more completely and efficiently than they otherwise would.
Blaze’s first product, however, focuses solely on ammonia reformation. The system works by diverting a portion of the liquid ammonia to flow over the startup’s electrically-heated catalyst, which breaks it down into hydrogen and nitrogen. The resulting gas goes directly into the engine, where the nitrogen passes through and exits via the exhaust, while the hydrogen helps the remaining ammonia burn more efficiently alongside conventional shipping fuel. No burners or complex gas separation systems required.
As Sitar explained, “a certain composition of ammonia and hydrogen burns just like diesel,” allowing Blaze to essentially “trick the engine” into operating like it’s burning just diesel or standard bunker fuel rather than a blend that includes hydrogen and ammonia. That means the startup can add its retrofit system onto an existing ship engine without modifying the engine itself. And if the reformer fails for any reason, the ship can simply revert to running on conventional fuel alone. Sitar said this fail-safe feature lowers the risk for shipowners considering Blaze’s tech.
The company’s strategic partners include vessel owner and operator Lomar Shipping, which expects to pilot the system at sea beginning sometime next year, and ship management consultancy Link Marine, which plans to offer it to tanker operators. Blaze is aiming for commercial rollout in 2028.
Retrofitting the existing global fleet represents “an enormous opportunity” for Blaze, Sitar told me. As he explained, there are roughly 100,000 vessels in the global commercial fleet, but the industry only builds about 1,500 new ships each year. And because shipping companies are unlikely to choose alternative-fuel engines for every new vessel they order, a company in Blaze’s position pretty much has to drum up demand among the ships already in the water. The startup aims to install its system when vessels enter “dry dock” for routine inspection and maintenance, which typically happens at least once every five years.
Blaze is also developing a version of its product for new-builds, however, working with engine manufacturers to integrate its fuel reformer hardware into both conventional ship engines as well as those already designed to run on ammonia. Even in ammonia-burning engines, Sitar said Blaze’s system will improve fuel efficiency thanks to the fast-burning hydrogen in its blend.
The startup has ambitious goals for its seed round, which Sitar says should carry it through the next 18 months. Those include proving out its ammonia reformer on land with unnamed “leading” engine manufacturers, validating its performance at sea with Lomar, securing the maritime certifications needed to launch its first commercial product, and expanding its operations and headcount in the U.S. and Norway.
Blaze will likely look to raise again around 2028, at which point the International Maritime Organization expects to have its Net-Zero Framework in place. This would establish legally binding requirements for the entire shipping industry to reduce its emissions intensity, with the goal of reaching net-zero by 2050. The agency expected to adopt the framework last October, but delayed a final vote to approve the measure after the Trump administration strong-armed nations into withdrawing their support. The framework will come up for a vote again this December.
While the ongoing ambiguity has become a headache for the industry as a whole, Sitar sees it as something of an advantage for Blaze, which, he said, “thrive[s] in uncertainty.” Around 2028, the startup aims to begin piloting its broader multi-fuel technology, which can reform not just ammonia, but also methanol and LNG, for use in diesel engines. Blaze also expects to begin delivering its first commercial ammonia retrofit systems at this time.
From there on, the company sees a path to adapting the technology across numerous other industries reliant on combustion engines, such as heavy equipment, mining, industrial heat, and diesel power generation for data centers. “By proving our system in maritime engines, we can very easily translate this into other hardware sectors,” he said. Shipping, in his view, is perhaps the most challenging but strategically useful beachhead market of all, from both a technical and regulatory perspective.
As he put it to me, “if you prove it on maritime shipping, you basically have a product that can be deployed anywhere else, because everything else is simpler and has less regulation.”
The global vehicle market is splitting into two — with just a few exception.
The past three months have been crucial for Rivian, America’s biggest all-electric car company not run by Elon Musk.
The California-based automaker debuted the R2, its long-awaited and somewhat more affordable sport utility vehicle. (Our reviewer gave it high marks.) Rivian also formally took out a nearly $6.6 billion loan from the Department of Energy to finance its new Georgia factory. And it finally unveiled the plans for that facility, which will include a rail tie-in and a 1,000-acre preserved woodland.
All that was well and good, but the crucial question remained: How is the R2 selling? And the answer is: Pretty well, seemingly! Rivian delivered 19,248 vehicles last quarter, beating analyst expectations and setting a new all-time quarterly sales record. More importantly, its vehicle deliveries have now recovered above where they stood in the third quarter of last year — a key milestone, since President Trump and Congress ended the federal government’s consumer-side EV incentives last September.
Tesla is seemingly also about to clear that threshold, although nobody outside the firm knows for sure. Elon Musk’s company doesn’t break out its sales by continent or model, but it delivered 486,532 vehicles last year — just about 2% below last year’s third quarter results. (Although a few of Rivian’s Amazon delivery vans have made their way into fleets abroad, the company only sells its consumer R1 and R2 vehicles in the United States and Canada, so its sales data is mostly U.S. by default.)
Alas, those two stand alone for now. No other automaker is close to breaking its quarterly EV sales record in the United States, and Ford, General Motors, and Hyundai all saw their domestic EV sales crumble last quarter. The new Chevrolet Bolt, GM’s most affordable EV — and its only American-made vehicle of any kind priced below $30,000 — has sold abysmally, moving just 8,090 units since the year began. The company is now likely to cap its production run at 35,000 units sold; it initially planned to produce 150,000.
Looking at these trends, I think you can see two different phenomena taking place.
The first is a big and growing divergence between America’s transportation sector and the rest of the world’s. The oil supply shock triggered by America’s war in Iran (and the resulting closure of the Strait of Hormuz) may be driving a long-term shift, encouraging consumers and countries to move away from oil. But for now, the crisis’s high prices have hit parts of Europe, Africa, and Asia far worse than they’ve impacted much of North America. Global EV sales reached a record high in the spring, for instance — just not in the United States.
The second is that we’re seeing demand destruction without decarbonization. According to new Nikkei data, gasoline-only cars made up less than half of global new car sales during the six months of 2026.
That’s never happened before, and it is a remarkable change: Gasoline-only cars have lost about a quarter of their global market share in less than five years. But as consumers switched away from gasoline, they didn’t move only to battery-only cars — instead, more than half of them shifted to hybrids or plug-in hybrids. That shift is good news, in that it will depress global oil use and therefore global greenhouse-gas emissions. But it won’t allow for the possibility of zeroing out emissions in the same way that EVs can.
But sometimes demand destruction will cut emissions significantly. If want to see that in the United States, check out the diesel market. As my colleague Alexander Kaufman wrote about this morning, FedEx has responded to eye-watering domestic diesel prices by placing an order for 2,000 electric box trucks with the California-based automaker Harbinger Motors. The shipper believes that the move will save it $800 million in fuel costs over time. When I talked to John Henry Harris, Harbinger’s CEO, last year, he told me the company didn’t need tax credits to sell vehicles — the math justified it on its own. Seems like FedEx agrees.