You’ve reached your free article limit
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
Sign In or Create an Account.
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Welcome to Heatmap
Thank you for registering with Heatmap. Climate change is one of the greatest challenges of our lives, a force reshaping our economy, our politics, and our culture. We hope to be your trusted, friendly, and insightful guide to that transformation. Please enjoy your free articles. You can check your profile here .
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Subscribe to get unlimited Access
Hey, you are out of free articles but you are only a few clicks away from full access. Subscribe below and take advantage of our introductory offer.
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Create Your Account
Please Enter Your Password
Forgot your password?
Please enter the email address you use for your account so we can send you a link to reset your password:
According to IPCC author Andy Reisinger, “net zero by 2050” misses some key points.

Tackling climate change is a complex puzzle. Hitting internationally agreed upon targets to limit warming requires the world to reduce multiple types of greenhouse gases from a multiplicity of sources on diverse timelines and across varying levels of responsibility and control by individual, corporate, and state actors. It’s no surprise the catchphrase “net zero by 2050” has taken off.
Various initiatives have sprung up to distill this complexity for businesses and governments who want to do (or say they are doing) what the “science says” is necessary. The nonprofit Science Based Targets initiative, for example, develops standard roadmaps for companies to follow to act “in line with climate science.” The groups also vets corporate plans and deems them to either be “science based” or not. Though entirely voluntary, SBTi’s approval has become a nearly mandatory mark of credibility. The group has validated the plans of more than 5,500 companies with more than $46 trillion in market capitalization — nearly half of the global economy.
But in a commentary published in the journal Nature last week, a group of Intergovernmental Panel on Climate Change experts argue that SBTi and other supposedly “science based” target-setting efforts misconstrue the science and are laden with value judgments. By striving to create straightforward, universal rules, they flatten more nuanced considerations of which emissions must be reduced, by whom and by when.
“We are arguing that those companies and countries that are best resourced, have the highest capacity to act, and have the highest responsibility for historical emissions, probably need to go a lot further than the global average,” Andy Reisinger, the lead author of the piece, told me.
In response to the paper, SBTi told me it “welcomes debate,” and that “robust debate is essential to accelerate corporate ambition and climate action.” The group is currently in the process of reviewing its Net-Zero Standard and remains “committed to refining our approaches to ensure they are effective in helping corporates to drive the urgent emissions reductions needed to combat the climate crisis.”
The commentary comes as SBTi’s reputation is already on shaky ground. In April, its board appeared to go rogue and said that the group would loosen its standards for the use of carbon offsets. The announcement was met first with surprise and later with fierce protest from the nonprofit’s staff and technical council, who had not been consulted. Environmental groups accused SBTi of taking the “science” out of its targets. The board later walked back its statement, saying that no change had been made to the rules, yet.
But interestingly enough, the new Nature commentary argues that SBTi’s board was actually on the right track. I spoke to Reisinger about this, and some of the other ways he thinks science based targets “miss the mark.”
Reisinger, who’s from New Zealand, was the vice-chair of the United Nations Intergovernmental Panel on Climate Change’s mega-report on climate mitigation from 2022. I caught him just as he had arrived in Sofia, Bulgaria, for a plenary that will determine the timeline for the next big batch of UN science reports. Our conversation has been edited for length and clarity.
Was there something in particular that inspired you to write this? Or were you just noticing the same issues over and over again?
There were probably several things. One is a confusion that’s quite prevalent between net zero CO2 emissions and net zero greenhouse gas emissions. The IPCC makes clear that to limit warming at any level, you need to reach net zero CO2 emissions, because it’s a long lived greenhouse gas and the warming effect accumulates in the atmosphere over time. You need deep reductions of shorter lived greenhouse gases like methane, but they don’t necessarily have to reach zero. And yet, a lot of people claim that the IPCC tells us that we have to reach net zero greenhouse gas emissions by 2050, which is simply not the case.
Of course, you can claim that there’s nothing wrong, surely, with going to net zero greenhouse gas emissions because that’s more ambitious. But there’s two problems with that. One is, if you want to use science, you have to get the science correct. You can’t just make it up and still claim to be science-based. Secondly, it creates a very uneven playing field between those who mainly have CO2 emissions and those who have non-CO2 emissions as a significant part of their emissions portfolio — which often are much harder to reduce.
Can you give an example of what you mean by that?
You can rapidly decarbonize and actually approach close to zero emissions in your energy generation, if that’s your dominant source of emissions. There are viable solutions to generate energy with very low or no emissions — renewables, predominantly. Nuclear in some circumstances.
But to give you another example, in Australia, the Meat and Livestock Association, they set a net zero target, but they subsequently realized it’s much harder to achieve it because methane emissions from livestock are very, very difficult to reduce entirely. Of course you can say, we’ll no longer produce beef. But if you’re the Cattle Association, you’re not going to rapidly morph into producing a different type of meat product. And so in that case, achieving net zero is much more challenging. Of course, you can’t lean back and say, Oh, it’s too difficult for us, therefore we shouldn’t try.
I want to walk through the three main points to your argument for why science-based targets “miss the mark.” I think we’ve just covered the first. The second is that these initiatives put everyone on the same timeline and subject them to the same rules, which you say could actually slow emissions reductions in the near term. Can you explain that?
The Science Based Targets initiative in particular, but also other initiatives that provide benchmarks for companies, tend to want to limit the use of offsets, where a company finances emission reductions elsewhere and claims them to achieve their own targets. And there’s very good reasons for that, because there’s a lot of greenwashing going on. Some offsets have very low integrity.
At the same time, if you set a universal rule that all offsets are bad and unscientific, you’re making a major mistake. Offsets are a way of generating financial flows towards those with less intrinsic capacity to reduce their emissions. So by making companies focus only on their own reductions, you basically cut off financial flows that could stimulate emission reductions elsewhere or generate carbon dioxide removals. Then you’re creating a problem for later on in the future, when we desperately need more carbon dioxide removal and haven’t built up the infrastructure or the accountability systems that would allow that.
As you know, there’s a lot of controversy about this right now. There are many scientists who disagree with you and don’t want the Science Based Targets initiative to loosen its rules for using offsets. Why is there this split in the scientific community about this?
I think the issue arises when you think that net zero by 2050 is the unquestioned target. But if you challenge yourself to say, well net zero by 2050 might be entirely unambitious for you, you have to reduce your own emissions and invest in offsets to go far beyond net zero by 2050 — then you might get a different reaction to it.
I think everybody would agree that if offsets are being used instead of efforts to reduce emissions that are under a company’s direct control, and they can be reduced, then offsets are a really bad idea. And of course, low integrity offsets are always a bad idea. But the solution to the risk of low integrity cannot be to walk away from it entirely, because otherwise you’ve further reduced incentives to actually generate accountability mechanisms. So the challenge would be to drive emission reductions at the company level, and on top of that, create incentives to engage in offsets, to increase financial flows to carbon dioxide removal — both permanent and inherently non permanent — because we will need it.
My understanding is that groups like SBTi and some of these other carbon market integrity initiatives agree with what you’ve just said — even if they don’t support offsetting emissions, they do support buying carbon credits to go above and beyond emissions targets. They are already advocating for that, even if they’re not necessarily creating the incentives for it.
I mean, that’s certainly a move in the right direction. But it’s creating this artificial distinction between what the science tells you, the “science based target,” and then the voluntary effort beyond that. Whereas I think it has to become an obligation. So it’s not a distinction between, here’s what the science says, and here’s where your voluntary, generous, additional contribution to global efforts might go. It is a much more integrated package of actions.
I think we’re starting to get at the third point that your commentary makes, which is about how these so-called science-based targets are inequitable. How does that work?
There’s a rich literature on differentiating targets at the country level based on responsibility for warming, or a capacity-based approach that says, if you’re rich and we have a global problem, you have to use your wealth to help solve the global problem. Most countries don’t because the more developed you are, the more unpleasant the consequences are.
At the company level, SBTi, for example, tends to use the global or regional or sectoral average rate of reductions as the benchmark that an individual company has to follow. But not every company is average, and systems transitions follow far more complex dynamics. Some incumbents have to reduce emissions much more rapidly, or they go out of business in order to create space for innovators to come in, whose emissions might rise in the near term before they go down, but with new technologies that allow deeper reductions in the long term. Assuming a uniform rate of reduction levels out all those differences.
It’s far more challenging to translate equity into meaningful metrics at the company level. But our core argument is, just because it’s hard, that cannot mean let’s not do it. So how can we challenge companies to disclose their thinking, their justification about what is good enough?
The Science Based Targets initiative formed because previously, companies were coming up with their own interpretations of the science, and there was no easy way to assess whether these plans were legitimate. Can you really imagine a middle ground where there is still some sort of policing mechanism to say whether a given corporate target is good enough?
That’s what we try to sketch as a vision, but it certainly won’t be easy. I also want to emphasize that we’re not trying to attack SBTi in principle. It’s done a world of good. And we certainly don’t want to throw the baby out with the bathwater to just cancel the idea. It’s more to use it as a starting point. As we say in our paper, you can almost take an SBTi target as the definition of what is not sufficient if you’re a company located in the Global North or a multinational company with high access to resources — human, technology and financial.
It was a wild west before SBTi and we’re not saying let’s go back to the wild west. We’re saying the pendulum might have swung too far to a universal rule that applies to everybody, but therefore applies to nobody.
There’s one especially scathing line in this commentary. You write that these generic rules “result in a pseudo-club that inadequately challenges its self-selected members while setting prohibitive expectations for those with less than average capacity.” We’ve already talked about the second half of this statement, but what do you mean by pseudo-club?
You write a science based target as a badge of achievement, a badge of honor on your company profile, assuming that therefore you have done all that can be expected of you when it comes to climate change. Most of the companies that have adopted science based targets are located in the Global North, or operate on a multinational basis and have therefore quite similar capacity. If that’s what we’re achieving — and then there’s a large number of companies that can’t possibly, under their current capacity, set science-based targets because they simply don’t have the resources — then collectively, we will fail. Science cannot tell you whether you have done as much as you could be doing. If we let the simplistic rules dominate the conversation, then we’re not going to be as ambitious as we need to be.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
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.
Sign up to receive Heatmap AM in your inbox every morning:

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.