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Life cycle analysis has some problems.

About six months ago, a climate scientist from Arizona State University, Stephanie Arcusa, emailed me a provocative new paper she had published that warned against our growing reliance on life cycle analysis. This practice of measuring all of the emissions related to a given product or service throughout every phase of its life — from the time raw materials are extracted to eventual disposal — was going to hinder our ability to achieve net-zero emissions, she wrote. It was a busy time, and I let the message drift to the bottom of my inbox. But I couldn’t stop thinking about it.
Life cycle analysis permeates the climate economy. Businesses rely on it to understand their emissions so they can work toward reducing them. The Securities and Exchange Commission’s climate risk disclosure rule, which requires companies to report their emissions to investors, hinges on it. The clean hydrogen tax credit requires hydrogen producers to do a version of life cycle analysis to prove their eligibility. It is central to carbon markets, and carbon removal companies are now developing standards based on life cycle analysis to “certify” their services as carbon offset developers did before them.
At the same time, many of the fiercest debates in climate change are really debates about life cycle analysis. Should companies be held responsible for the emissions that are indirectly related to their businesses, and if so then which ones? Are carbon offsets a sham? Does using corn ethanol as a gasoline substitute reduce emissions or increase them? Scientists have repeatedly reached opposite conclusions on that one depending on how they accounted for the land required to grow corn and what it might have been used for had ethanol not been an option. Though the debate plays out in calculations, it’s really a philosophical brawl.
Everybody, for the most part, knows that life cycle analysis is difficult and thorny and imprecise. But over and over, experts and critics alike assert that it can be improved. Arcusa disagrees. Life cycle analysis, she says, is fundamentally broken. “It’s a problematic and uncomfortable conclusion to arrive at,” Arcusa wrote in her email. “On the one hand, it has been the only tool we have had to make any progress on climate. On the other, carbon accounting is captured by academia and vested interests and will jeopardize global climate goals.”
When I recently revisited the paper, I learned that Arcusa and her co-authors didn’t just critique life cycle analysis, they proposed a bold alternative. Their idea is not economically or politically easy, but it also doesn’t suffer from the problems of trying to track carbon throughout the supply chain. I recently called her up to talk through it. Our conversation has been edited for clarity.
Can you walk me through what the biggest issues with life cycle analysis are?
So, life cycle analysis is a qualitative tool —
It seems kind of counterintuitive or even controversial to call it a qualitative tool because it’s specifically trying to quantify something.
I think the best analogy for LCA is that it’s a back-of-the-envelope tool. If you really could measure everything, then sure, LCA is this wonderful idea. The problem is in the practicality of being able to collect all of that data. We can’t, and that leads us to use emissions factors and average numbers, and we model this and we model that, and we get so far away from reality that we actually can’t tell if something is positive or negative in the end.
The other problem is that it’s almost entirely subjective, which makes one LCA incomparable to another LCA depending on the context, depending on the technology. And yes, there are some standardization efforts that have been going on for decades. But if you have a ruler, no matter how much you try, it’s not going to become a screwdriver. We’re trying to use this tool to quantify things and make them the same for comparison, and we can’t because of that subjectivity.
In this space where there is a lot of money to be made, it’s very easy to manipulate things one way or another to make it look a little bit better because the method is not robust. That’s really the gist of the problems here.
One of the things you talk about in the paper is the way life cycle analysis is subject to different worldviews. Can you explain that?
It’s mostly seen in what to include or exclude in the LCA — it can have enormous impacts on the results. I think corn ethanol is the perfect example of how tedious this can be because we still don’t have an answer, precisely for that reason. The uncertainty range of the results has shrunk and gotten bigger and shrunk and gotten bigger, and it’s like, well, we still don’t know. And now, this exact same worldview debate is playing into what should be included and not included in certification for things [like carbon removal] that are going to be sold under the guise of climate action, and that just can’t be. We’ll be forever debating whether something is true.
Is this one of those things that scientists have been debating for ever, or is this argument that we should stop using life cycle analysis more of a fringe idea?
I guess I would call it a fringe idea today. There’s been plenty of criticism throughout the years, even from the very beginning when it was first created. What I have seen is that there is criticism, and then there is, “But here’s how we can solve it and continue using LCA!” I’ve only come across one other publication that specifically said, “This is not working. This is not the right tool,” and that’s from Michael Gillenwater. He’s at the Greenhouse Gas Management Institute. He was like, “What are we doing?” There might be other folks, I just haven’t come across them.
Okay, so what is the alternative to LCA that you’ve proposed in this paper?
LCA targets the middle of the supply chain, and tries to attribute responsibility there. But if you think about where on the supply chain the carbon is the most well-known, it is actually at the source, at the point of origin, before it becomes an emission. At the point where it is created out of the ground is where we know how much carbon there is. If we focus on that source through a policy that requires mandatory sequestration — for every ton of carbon that is now produced, there is a ton of carbon that’s been put away through carbon removal, and the accounting happens there, before it is sold to anybody — anybody who’s now downstream of that supply chain is already carbon neutral. There is no need to track carbon all the way down to the consumer.
We know this is accurate because that is where governments already collect royalties and taxes — they want to know exactly how much is being sold. So we already do this. The big difference is that the policy would be required there instead of taxing everybody downstream.
You’re saying that fossil fuel producers should be required to remove a ton of carbon from the atmosphere for every ton of carbon in the fuels they sell?
Yeah, and maybe I should be more specific. They should pay for an equal amount of carbon to be removed from the atmosphere. In no way are we implying that a fossil carbon producer needs to also be doing the sequestration themselves.
What would be the biggest challenges of implementing something like this?
The ultimate challenge is convincing people that we need to be managing carbon and that this is a waste management type of system. Nobody really wants to pay for waste management, and so it needs to be regulated and demanded by some authority.
What about the fact that we don’t really have the ability to remove carbon or store carbon at scale today, and may not for some time?
Yes, we need to build capacity so that eventually we can match the carbon production to the carbon removal, which is why we also proposed that the liability needs to start today, not in the future. That liability is as good as a credit card debt — you actually have to pay it. It can be paid little by little every year, but the liability is here now, and not in the future.
The risk in the system that I’m describing, or even the system that is currently being deployed, is that you have counterproductive technologies that are being developed. And by counterproductive, I mean [carbon removal] technologies that are producing more emissions than they are storing, and so they’re net-positive. You can create a technology that has no intention of removing more carbon than its sequesters. The intention is just to earn money.
Do you mean, like, the things that are supposed to be removing carbon from the atmosphere and sequestering it, they are using fossil fuels to do that, and end up releasing more carbon in the process?
Yeah, so basically, what we show in the paper is that when we get to full carbon neutrality, the market forces alone will eliminate those kinds of technologies that are counterproductive. The problem is during the transition, these technologies can be economically viable because they are cheaper than they would be if 100% of the fossil fuel they used was carbon neutral through carbon removal. And so in order to prevent those technologies from gaming the system, we need a way to artificially make the price of fossil carbon as expensive as it would be if 100% of that fossil carbon was covered by carbon removal.
That’s where the idea of permits comes in. For every amount that I produce, I now have an instant liability, which is a permit. Each of those permits has to be matched by carbon removal. And since we don’t have enough carbon removal, we have futures and these futures represent the promise of actually doing carbon removal.
What if we burn through the remaining carbon budget and we still don’t have the capacity to sequester enough carbon?
Well, then we’re going into very unchartered territory. Right now we’re just mindlessly going through this thinking that if we just reduce emissions it will be good. It won’t be good.
In the paper, you also argue against mitigating greenhouse gases other than carbon, and that seems pretty controversial to me. Why is that?
We’re not arguing against mitigating, per se. We’re arguing against lumping everything under the same carbon accounting framework because lumping hides the difficulty in actually doing something about it. It’s not that we shouldn’t mitigate other greenhouse gases — we must. It’s just that if we separate the problem of carbon away from the problem of methane, away from the problem of nitrous oxide, or CFCs, we can tackle them more effectively. Because right now, we’re trying to do everything under the same umbrella, and that doesn’t work. We don’t tackle drinking and driving by sponsoring better tires. That’s just silly, right? We wouldn’t do that. We would tackle drinking and driving on its own, and then we would tackle better tires in a different policy.
So the argument is: Most of climate change is caused by carbon; let’s tackle that separately from the others and leave tackling methane and nitrous oxide to purposefully created programs to tackle those things. Let’s not lump the calculations altogether, hiding all the differences and hiding meaningful action.
Is there still a role for life cycle analysis?
You don’t want to be regulating carbon using life cycle analysis. So you can use the life cycle analysis for qualitative purposes, but we’re pretending that it is a tool that can deliver accurate results, and it just doesn’t.
What has the response been like to this paper? What kind of feedback have you gotten?
Stunned silence!
Nobody has said anything?
In private, they have. Not in public. In private, it’s been a little bit like, “I’ve always thought this, but it seemed like there was no other way.” But then in public, think about it. Everything is built on LCA. It’s now in every single climate bill out there. Every single standard. Every single consulting company is doing LCA and doing carbon footprinting for companies. It’s a huge industry, so I guess I shouldn’t have been surprised to hear nothing publicly.
Yeah, I was gonna ask — I’ve been writing about the SEC rules and this idea that companies should start reporting their emissions to their investors, and that would all be based on LCA. There’s a lot of buy-in for that idea across the climate movement.
Yeah, but there’s definitely a fine line with make-believe. I think in many instances, we kid ourselves thinking that we’re going to have numbers that we can hang our hats on. In many instances we will not, and they will be challenged. And so at that point, what’s the point?
One thing I hear when I talk to people about this is, well, having an estimate is better than not having anything, or, don’t let the perfect be the enemy of the good, or, we can just keep working to make them better and better. Why not?
I mean, I wouldn’t say don’t try. But when it comes to actually enforcing anything, it’s going to be extremely hard to prove a number. You could just be stuck in litigation for a long time and still not have an answer.
I don’t know, to me it just seems like an endless debate while time is ticking and we will just feel good because we’ll have thought we measured everything. But we’re still not doing anything.
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The move by University of Pennsylvania researcher Danny Cullenward intensifies a debate over integrity at the carbon accounting organization.
A well-known scientist has resigned from the independent oversight board of the Greenhouse Gas Protocol, renewing questions about the integrity of one of the world’s most important arbiters of carbon emissions standards.
Danny Cullenward, who is also an economist and lawyer, notified the organization’s leadership on Monday that he no longer has “any confidence in the Protocol’s governance structure,” according to his resignation letter, which he posted publicly. He had previously tried to sound alarms about the organization and its lack of transparency in a paper he published in April.
Cullenward’s resignation letter goes a step further, accusing the Protocol of covering up an internal complaint he and a fellow board member filed, and of handing the reins of at least one of the organization’s standards to “a secret, industry-dominated drafting process.”
The Greenhouse Gas Protocol declined to comment on Cullenward’s resignation or answer questions about his account of events leading up to it.
The Protocol launched in the late 1990s as a joint project of the World Resources Institute, an environmental group, and the World Business Council for Sustainable Development, an industry association. Today it is the world’s leading standard-setter for corporate carbon accounting. More than 22,000 businesses rely on its methodologies to calculate and report their emissions. While adhering to the Protocol’s standards is still mostly voluntary, it will soon become a requirement under European Union and California disclosure rules.
Cullenward’s accusations arrive in the middle of a major revamp at the organization that began in 2022, designed specifically to improve the integrity of its corporate accounting standards. As part of the overhaul, it also put in place a new governance structure to improve transparency and accountability. Technical working groups made up of external experts would develop proposals to revise the standards to more accurately capture companies’ full carbon footprints, and then an Independent Standards Board would review and ultimately approve them. The Protocol appointed Cullenward to the independent board as one of its inaugural members in September 2024.
Cullenward’s reasons for leaving, as described in his letter, center around the development of a forest accounting standard to be used by companies that manage forests or have wood in their supply chains. The technical working group assigned to develop the standard could not reach a consensus, and ultimately submitted two competing proposals to the Board. Members associated with landowner groups and the forest products industry authored one of them, while the group’s research scientists primarily wrote the other.
According to Cullenward’s letter, as well as memos written by the academic scientists in the working group reviewed by Heatmap, the industry proposal, known as the “managed land proxy” method, would enable companies to claim they were removing carbon from the atmosphere when they cut down trees or used virgin wood. “This is the opposite of what physically happens when a forest is cut down,” Cullenward writes.
The method produces this counterintuitive result by allowing companies to take credit for all the carbon sucked up by the forests they manage, or in some cases by all the forests in a region, even if the company had no part in boosting that sequestration. If companies were to apply this accounting method to their products, Cullenward adds, not only would making virgin paper appear to involve zero carbon emissions, it would also apparently help to restore the climate. It would also look much more advantageous to the climate than producing recycled paper.
His concern is not just with this proposal, but also with how the Protocol handled a complaint filed by a proponent for the managed land proxy approach that challenged the scientists’ expertise. In response, the organization quietly solicited opinions from additional outside scientists on the two proposals.
Cullenward’s letter asserts that this was a decision made solely by the board’s chair, Alexander Bassen, alongside Protocol staff and without the rest of the board’s input. He writes that when these external comments were later shared with him and his fellow board members, the authors were “presented as neutral arbiters of a contested scientific debate,” even though they had been specifically referenced in the complaint as supporters of the managed land proxy approach.
Cullenward says he tried to “pursue internal accountability” but faced retaliation. In February he and another board member, an Australian forest ecologist named Heather Keith, filed an official complaint. The Protocol enlisted an outside mediator to resolve their dispute, but Cullenward says the hired adjudicator failed even to read the full complaint before meeting with him. The mediator also did not review any of the recordings of key board meetings referenced in the complaint, and was barred from speaking to technical working group scientists.
Cullenward and Keith eventually received a response to their complaint from the mediator but were told they could not share it, and the matter was deemed closed. According to a spokesperson for the Greenhouse Gas Protocol, who reached out to me with an update on the matter in late May, an independent review found “some process shortcomings” but “no material breach” of the organization’s rules or of due process. They added that “recommendations to address process shortcomings and strengthen conflict resolution are being reviewed and implemented.”
I reached out to Keith, who told me in an email that she was “deeply concerned about Danny’s resignation.” She praised his “wide-ranging expertise” in carbon accounting, law, and governance, and his “extensive contributions” to the board’s discussions. “One of the most valuable assets in a Board member is his demonstrated independence in making judgements that is based on a sound knowledge of climate science,” she wrote. The board “should be encouraging more people with Danny’s expertise and motivation for climate action to benefit the global community, not losing such valuable people.”
Cullenward’s primary concern moving forward is a new partnership between the Greenhouse Gas Protocol and the International Organization for Standardization, which establishes technical specifications for a range of industries and purposes, to unify their emissions accounting rules. The two groups’ first joint undertaking is to develop a standard for assigning emissions to specific products, which will include forest carbon accounting.
While the Greenhouse Gas Protocol has publicly listed the members it assigned to the joint working group, the ISO is under no obligation to do so. Cullenward asserts in his letter that the new joint groups “operate with confidential membership that is heavily tilted in favor of industry interests.” He says a representative from the World Business Council for Sustainable Development told him that the group may draw on an existing ISO standard based on the managed land proxy approach.
Meanwhile, over a year after the corporate forest accounting technical working group submitted its proposals, the Independent Standards Board is now contemplating kicking off a seven-month public comment period on the recommendations, Cullenward writes. He concludes that this elongated comment period is just for show, and that the issues “have already been delegated” to the joint working group with the ISO.
I asked the Greenhouse Gas Protocol how it planned to ensure “transparency and accountability for its stakeholders,” as it has previously promised, when the membership and meeting minutes of the joint ISO working groups are not disclosed to the public. I also asked, for the second time, whether the organization plans to publish meeting minutes from Independent Standards Board meetings — a requirement under the board’s governing rules that it has not followed. The Protocol declined to answer.
The U.S. electric vehicle maker’s make-or-break model, the R2, is finally here — and it’s pretty fun to drive.
The attainable Rivian is here, and not a moment too soon.
It’s been nearly a decade since the U.S.-based startup revealed its prestige R1T pickup truck and R1S SUV, earning plenty of “the next Tesla” hype and becoming lots of people’s favorite electric car brand. But with those R1 vehicles starting around $70,000 — and with nicer versions hitting six digits — lots of would-be drivers have been waiting for R2, the scaled-down vehicle first announced in 2024 and meant to take Rivian to the masses.
Now the moment has arrived: On Tuesday, Rivian began shipping the first version of the R2. I had the privilege of test-driving the vehicle that will make or break the brand last week on the highways and mountain roads outside Park City, Utah. If my experience is any indication, R2 is up to the job of making Rivian mainstream.
“A word we used really heavily throughout the development of R1 was … inviting,” CEO and founder RJ Scaringe said to the journalists at last week’s event. “We use that in the sense of inviting people to use it, inviting people to get it dirty, inviting people to have new experiences and new adventures in it. But by virtue of it being a flagship product, its price wasn't as inviting as we wanted. And so R2 really in many ways is the culmination of the full brand promise.”
First, the facts: R2 looks at first glance like a smooshed version of Rivian’s big SUV, with the same signature headlights and basic shape. It’s a little shorter, a little narrower, and 2,000 pounds lighter than its big cousin, seating five people as opposed to the seven that can cram into R1S. Range from the 88-kilowatt-hour battery is in the high 200 miles and tops 330 miles for some editions.
The stat that matters most is price. The first R2s out of the gate will cost around $58,000, and gradually less expensive tiers will arrive later this year and into next, culminating in the $45,000 base version at a yet-to-be-determined date. No, an EV around 50-grand doesn’t sound like a car for the common man. But as Scaringe noted, that is now the average price for a new car in America, which certainly makes R2 attainable for millions more drivers.
It’s also a lot of car for that money. Thanks to its boxiness, R2 feels like it has loads of room on the inside. Because of an improved battery shape, there’s actually more legroom for the rear passengers compared to R1. Double gloveboxes and a pretty big frunk add to the available storage space. (Rivian even fixed a pet peeve of R1 owners who couldn’t fit their monstrous water bottles in a convenient spot.)
Yet R2 doesn’t drive big. It rides high and offers the driver a wide view, but it’s not a tank like R1, which I found difficult to park in compact spaces like the one at my home. Its 5,000-pound weight is still a lot of heft (a Tesla Model Y is more like 4,000 to 4,400 pounds), but the car still feels zippy. The mass is simply overwhelmed by electric power, especially in the higher-end versions Rivian let us drive in Utah.
As the engineers on site noted, developing the R2 was mostly an exercise in subtraction — not just shrinking the physical size from the R1, but also making R2 cheaper to build by removing miles of wiring (something the brand visualized at the event by showing off bundles of copper in the style of a rubber band ball, representing all that had been cleaved). But R2 needed its own bells and whistles so it would feel desirable on its own and not appear to be merely a discount Rivian.
Those additions include rear windows that go all the way down, unlike the halfway that’s common in most passenger cars; the rear windshield descends, too. A fun button up front marked with a “5” will lower all four passenger windows plus the back windshield at once. In response to complaints about every function running through the center touchscreen, Rivian put in some buttons — or, rather, some wheels. On each side of the steering wheel, reachable by a person’s thumbs, are haptic “halo” buttons that can be pushed side to side or spun. These are not at all the subtle, slight wheels you’d find a Tesla, but rather beefy spinners meant to feel rugged and easy to manipulate.
During testing, I struggled with how hard to push them and in what direction to enter the desired mode that could then be adjusted by spinning the wheel, be it climate, music, drive mode, or the positioning of the side mirrors. But something tells me Rivian will refine the haptic feedback as R2 owners put miles on their vehicles. And even complicated or layered menus become second nature once it’s your own car.
Many of these vehicles will never go off-road, but Rivian still had to prove the R2’s backcountry bona fides. This is the adventure EV brand, after all, and part of the pitch for R2 is how much more it can do than a Tesla Model Y or Chevy Equinox EV. Keen to prove the point, Rivian swapped us halfway through the test drive into R2s with their tire pressure halved to make them mountain-ready, then directed us onto the rutty, boulder-pitted roads of Wasatch Mountain State Park to wade through water crossings and up to the top of a plateau. Here the touchscreen becomes an adventurer’s dream, displaying the vehicle’s moment-by-moment elevation, pitch, compass direction, and much more. Tap into the camera system and it can bring up the close-up view of what’s right in front of the vehicle and shows both front wheels to help navigate around pointy rocks and cavernous ruts.
R2 never wavered or felt as if it had taken on too much. It has all the capability you’d need as a trail warrior, and more than enough for the affluent professional who yearns to become outdoorsy. After so many decades when the world’s truly rugged vehicles were also low-mile-per-gallon polluters, it feels like a breakthrough just getting this much can-do spirit out of an electric car.
More salient for the urban dweller is Rivian’s big push into autonomous driving. As we noted in December after the brand’s AI and Autonomy Day, R2 is the company’s big play in that race: It vastly ups the amount of road open to Rivian’s hand-free autonomous driving feature works, raising it to about 3.5 million miles in the U.S. The company also told us that by the end of the year it would introduce point-to-point service, where the vehicle really can drive itself for the duration of a trip, with more autonomous features potentially on the way. During the test drive, the hands-free tech felt steady and assured on twisty local roads.
Rivian has a long way to go here, given Tesla’s major head start in developing vehicle autonomy. One big asset it does have is the thousands of drivers who’ve bought R1s and who opted to share their driving data with the company, helping it build a dataset that maps and models the world. The less expensive R2 should get many more people into a Rivian vehicle and accelerate that learning curve. That, plus the eventual addition of a LIDAR sensor to some models, will allow that kind of full autonomy that R2 will use when it goes into service as an Uber robotaxi following the ride-sharing company’s $1.2 billion investment earlier this year.
It’s difficult to overstate the importance of this vehicle for Rivian, or for the electrification of the American car. For the brand, this must be its Model 3 moment, where it leaps from a niche brand selling luxe status symbols to one that builds a huge number of EVs — and in the process hopefully becomes financially stable after years in the startup “valley of death,” between promise and profitability. Billion-dollar investments from the likes of Volkswagen and Amazon buoyed Rivian during those years; now R2 has to deliver on them.
As for the U.S. EV market as a whole? It also needs the R2. New EV sales are sagging in America, even amid gasoline price shocks caused by the Iran War. A $50,000 Rivian isn’t exactly the solution to the auto industry’s affordability crisis, but Scaringe argued that U.S. buyers also lack great choices. The industry leaders — Tesla’s Model 3 and Model Y — have been on the market since 2018 and 2020, respectively, with subtle tweaks and update since then. New offerings from legacy carmakers like Chevy and Toyota are a welcome change. Still, they feel like a Chevy or Toyota that’s been electrified, not like a vehicle built from the ground up to deliver on the promise of what a great EV can be.
Yet even now, the learnings from the EV startup world that led to R2 — dramatically simplified manufacturing to bring down costs, advanced touchscreen infotainment with elegant interfaces, EVs built fully integrated from the ground up rather than adapted from existing gas cars — are already influencing the rest of the industry. Just look at what Ford’s skunkworks operation is up to as the Detroit giant tries to catch up in the EV race starting next year. A successful R2 would push the car industry further in this direction.
R2 succeeds in bringing the feeling of a lusted-after EV to the five-seat, fully capable SUV, which has become the de facto family car of this country. And for all of Rivian’s focus on catching up in the AI and autonomy race, R2 still feels like a car you’re supposed to love to drive yourself, whether that’s to work, to grandma’s, or to the top of a mountain. It is, indeed, inviting. With Tesla having publicly abdicated its role of building great EVs for humans to drive, Rivian is now primed to seize the position.
Current conditions: China has triggered emergency warnings across six provinces as heavy rainfall floods the countryside • A magnitude 7.8 earthquake struck the Philippines, leaving at least 32 dead and more than 100 injured in building collapses • Temperatures in Albuquerque, New Mexico, are rising near 100 degrees Fahrenheit.
On Tuesday, Tennessee is set to become the first state in the nation with its own regulatory framework for nuclear fusion plants. You may be wondering, why Tennessee? The two-word answer: Oak Ridge. The Volunteer State has operated as a hub for nuclear energy research and development for more than 60 years, feeding off both the Oak Ridge National Laboratory and the Tennessee Valley Authority’s capacity to help commercialize new technologies. Now state regulators are establishing the first dedicated rulebook for building future fusion plants. “Tennessee has been named the top state in the nation for nuclear energy industry growth, and for good reason,” David Salyers, the commissioner of the Tennessee Department of Environment and Conservation, said in a statement. “This latest step supercharges our reputation as the global hub for nuclear innovation and positions us as the most responsive state to new advanced nuclear companies clamoring to call Tennessee home.”
It’s not the only government betting that the various attempts to commercialize fusion as an energy source will pan out in the near future. On Monday, NucNet reported that the British government had drafted legislation to “create conditions” for deploying fusion technology.
Typically, the rule of thumb in journalism is that the answer to a question headline is almost always “no,” otherwise the headline would simply state the fact. But this one is a genuine open question that climate-tech investor Shanu Mathew raised Monday in a post on X: Could PJM Interconnection, the nation’s largest grid operator, break apart? The speculation traces back to a Bloomberg article from last week in which unnamed federal officials suggested that the operator, which runs the grid from the Illinois prairie to the Jersey Shore, could split up as data centers put strain on the 13-state system’s electricity supplies.
The talks are happening as two of the largest utilities in PJM, NextEra and Dominion, discuss a potential $420 billion megamerger that would create, among other things, a storage giant, as Heatmap’s Matthew Zeitlin reported. The discussions are also occurring against the backdrop of major artificial intelligence companies going public, with ChatGPT-maker OpenAI following Claude-developer Anthropic in filing a confidential S-1 with the Securities and Exchange Commission this week.

In the United States, you can’t build a single commercial nuclear reactor in a decade. In China, you can apparently double the size of your entire fleet in that time. Between 2016 and 2024, China’s nuclear generation capacity soared by 76%, according to a new Energy Information Administration analysis. That’s equal to 24 gigawatts. In 2025, China added another 1.1 gigawatts, followed by 2.2 gigawatts more this year just through May. The country has at least 36 other reactors under construction, accounting for nearly half of the world’s ongoing nuclear projects.
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Just five years ago, the global aviation industry made a landmark pledge to achieve net zero emissions by 2050. Now the head of the industry’s global body says that goal is likely already out of reach. Willie Walsh, the director of the International Air Transport Association, told The Guardian that “hope was fading fast” and a new “realistic timeline” needed to be established. More than half of the planned decarbonization of air travel relied on the development of sustainable aviation fuels that remain nascent at best. Money is pouring into the technology, as Heatmap’s Katie Brigham reported. But uptake so far “is about 0.2% of fuel,” Nicole Cerulli, a research associate for transportation and logistics at the market research firm Cleantech Group, told her.
One cold autumn morning three years ago, I made my way across downtown Ulaanbaatar to an American-style diner called Millie’s Espresso to meet with a Mongolian mining executive who was thrilled about Western countries’ recent investments in his industry. Landlocked between Russia and China, the geographically huge but sparsely populated democracy hoped to shore up its sovereignty by forging deals with the U.S., Europe, South Korea, and Japan to satisfy soaring demand for minerals. Already Oyu Tolgoi, one of the world’s largest copper mines, was underway in the country’s Gobi desert south, and that year the French government inked a deal to start producing lithium and uranium in Mongolia. Now the uranium part of that agreement is moving forward. On Monday, World Nuclear News reported that the French state-backed nuclear fuel producer Orano had broken ground on its first mine in the Central Asian nation. The project raised some eyebrows among Mongolians who complained that Soviet-era Russian uranium mining left behind nasty pollution, and the terms of Ulaanbaatar’s deal with Rio Tinto over the new copper mine have been politically contentious. But the sprawling, smog-choked capital city — the only major urban development in the rural nation — is in need of more power.
Russia had promised to help meet that power by building Mongolia’s first nuclear power plant. A politically well-connected businessman from Ulaanbaatar, whom I caught up with last night over text to ask about the mood in the country, said Moscow’s bid had drawn more positive attention than France’s plans to mine fuel for their own reactors. “In Ulaanbaatar, we experienced electricity shortages last winter that caused apartment heating to stop during the winter. It was crazy,” the executive told me. While he’s typically a critic of the ruling Mongolian People’s Party, which formed out of the old Communist Party apparatus following the fall of the Soviet Union, the executive told me the government’s actions were “good and brave” steps to “diversify investment in Mongolia.”
I hate to close out on a bad note, but this one felt important to include: America’s screwworm problem is getting worse. On Monday, the U.S. Department of Agriculture confirmed the first case of the flesh-eating parasite in a dog in New Mexico, in addition to four cases in total in Texas. “This situation is evolving, and we expect new information to emerge as our investigation continues,” Dudley Hoskins, USDA’s under secretary for marketing and regulatory programs, said in a statement.