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'The Big Show' runs June 7-28 in New York City and it's filled with amazing paintings.

If you have a Switch or are a big Nintendo fan, chances are you already have your favorite games on lock. But Nintendo has a wide variety of titles with something for everyone, from casual players to hardcore fans. If you're on the hunt for what to t

html PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN" "http://www.w3.org/TR/REC-html40/loose.dtd" The São Paulo International Architecture Biennale is one of the most important venues for the promotion and discussion of Brazilian architectural culture. Its history begins in 1951, when it was part of the São Paulo Art Biennale as the International Architecture Exhibition. There were eleven editions between 1951 and 1971. Under 1973, the first BIAsp under the current format was conducted. Over two million individuals are thought to have attended the 13 biennales since then; certain editions, such as the 12th, had over 300,000 guests.This year, the 14th São Paulo International Architecture Biennale will take place from September 18 to October 19, 2025, at the Oca Pavilion in Ibirapuera Park, an iconic building designed by Oscar Niemeyer.The curatorial proposal is "Extremes: Architectures for an Overheated Planet", emphasizing the problem of climate extremes. The point of no return challenges us to reconsider how we live on Earth, looking for solutions not just in production studies and scientific discoveries but also in the knowledge of Indigenous villages, quilombos (traditional communities of enslaved people who have escaped), and urban peripheries. By offering tangible solutions to global warming and methods for adjusting to the extreme occurrences we are already seeing, the Biennale will act as a meeting place for various knowledge systems.The 14th BIAsp's curators have identified five thematic axes that will direct the event's talks, ideas, and proposals, drawing inspiration from the IPCC's (Intergovernmental Panel on Climate Change) findings, especially the AR6 report:–Preserving Forests and Reforesting Cities–Embracing Water–Refurbishing More and Building Green–Moving and Reaching Places Together with Renewable Energies–Ensuring Climate Justice and Social HousingSix architects—Renato Anelli, Karina de Souza, Marcos Cereto, Clevio Rabelo, Marcella Arruda, and Jerá Guarani—are part of the collective curatorship for the 14th BIAsp this year. Through their professional activities, they represent many regional contexts throughout Brazil.The top image in the article courtesy of São Paulo International Architecture Biennale.> via São Paulo International Architecture Biennale

How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in CitiesSave this picture!Boise, United States. Image via Wikipedia user: Fæ. License under CC0 1.0. Image Author: Alden SkeieFrom greenhouse gas emissions and air pollution to deforestation, one of the leading contributors to global warming today is emissions from the transportation sector. Exploring its origins and evolution, as well as the major challenges it faces, the development of electric mobility in urban environments represents a global transition that requires a coordinated mix of policies and actions to achieve cleaner and more sustainable transportation systems. Designing safe and comfortable infrastructure for walking and cycling, promoting public transit and shared mobility, and designing more efficient streets that include electric vehicles, among other actions, are part of a growing worldwide effort to reduce carbon emissions.Although electric vehicles were invented before gasoline and diesel cars in the first half of the 19th century, they have undergone significant technological advances over the past 20 years, reducing their costs and their environmental impact, and increasing their utility. Around 1834, Thomas Davenport developed the first battery-powered electric vehicle, building a small train on a circular track and inventing the first direct current (DC) electric motor. Although there were numerous innovations in the years that followed, battery limitations were a major obstacle. The zinc consumption of a battery was four times more expensive than the coal consumption of a steam engine, so at that time it competed with the electric motor. Save this picture!By 1898, the first commercially available electric vehicles were operating in London and New York. As Francisco Martín Moreno explains in "Vehículos eléctricos. Historia, estado actual y retos futuros", in the early 1900s, several electric car models emerged, primarily accessible to wealthy consumers and designed for short distances. In contrast, the early gasoline-powered cars introduced in the 1920s were noisy, emitted strong gasoline odors, and were hard to drive due to complex gear systems. However, large quantities of oil were discovered between 1920 and 1930, making gasoline-powered cars cheaper in Texas and other US states. Highways began to be built connecting cities, allowing gasoline-powered vehicles to travel from one city to another, something beyond the reach of electric vehicles due to their short range. Mass production techniques like Henry Ford's assembly line further reduced costs, making gas-powered cars affordable to the middle class. Related Article Gas Stations and Electric Cars: How Do They Change Cities Save this picture!By the late 1920s, gasoline vehicles had overtaken electric vehicles, and electric car production largely ceased in the 1930s. However, as a result of the oil crisis in the 1970s and the Gulf War in the 1990s, along with the emergence of climate change as a priority, there was a renewed interest in electric cars. This resurgence led to new models of electric vehicles—from small cars to buses and even trucks. The energy crisis led to an increase in gasoline prices, and society in advanced countries began to become aware of the effects of greenhouse gas emissions from oil combustion, the greenhouse effect, and climate change. Concern about greenhouse gas emissions and climate change increased as oil prices rose, and society began to recognize and become more aware of the impact of the current transportation model on cities and the urgency of finding more environmentally friendly transportation alternatives.Save this picture!Save this picture!In developed countries during the 20th century, the growth of cities was largely due to private car use, allowing citizens to travel miles and miles daily from home to work. Suburban expansion shifted the cost of commuting to individuals. Some residential areas are developing far from the city center and industrial zones, where a large proportion of the population relies on cars. In 2010, the global population was around 7 billion, and it's expected to reach 10 billion by 2050. The number of vehicles, meanwhile, is projected to grow from 75 million in 2010 to 2.5 billion by 2050. Will there be enough fossil fuels to power this massive fleet? What will be the future of gas stations?Save this picture!To meet the goals of the Paris Climate Agreement and reduce growing air pollution, low- and middle-income countries should join the global transition to zero-emission electric transport. According to data from the International Energy Agency and the European Alternative Fuels Observatory, China led the world in 2024 with over 7 million electric vehicles (including cars and buses) in operation—an increase of over 3 million in just one year. The U.S. ranked second, followed by Germany, which leads in Europe with about 1.3 million EVs. The UK and France round out the top five.Save this picture!To support this transition, the United Nations Environment Programme (UNEP) has launched a global initiative alongside private sector partners, academic institutions, and financial organizations, helping low- and middle-income countries shift to electric mobility. In Latin America, transportation accounts for around one-third of CO₂ emissions. In Africa, Asia, and parts of Latin America, motorcycles and three-wheelers are essential for daily mobility, often covering over 100 km per day. However, these vehicles usually rely on outdated technologies, making them highly polluting and inefficient. Electrifying two- and three-wheelers presents a significant opportunity to reduce both greenhouse gas emissions and air pollution. UNEP is assisting 17 countries in creating national strategies and running pilot projects to introduce these electric vehicles in regions like Africa, Southeast Asia, and Latin America.Save this picture!Given the rapid urbanization in many low- and middle-income countries, mass public transport remains a cornerstone of urban mobility. Cities across Africa, Asia, and Latin America are investing in better transportation systems, including high-capacity bus corridors and Bus Rapid Transit (BRT) systems. Yet, with the average bus lifespan exceeding 12 years, it's essential to avoid locking cities into outdated technologies. Developing policies to support and incentivize the adoption of zero-emission vehicles is essential to achieving the electrification of public transport. The European Commission proposes promoting investment initiatives in charging infrastructure and emissions trading, to be implemented starting in 2026, by putting a carbon price on fossil-fuel vehicles. This measure seeks to boost the use of electric vehicles and the transformation of transport systems. Now, how could charging infrastructure be developed to support a potential massive growth in the electric vehicle fleet? What upgrades and innovations are needed to handle this future demand? What would happen if all transportation suddenly depended on the power grid?Save this picture!Save this picture!The UN emphasizes that using public transportation is critical to curbing climate change. Electrifying buses and trains could cut greenhouse gas emissions by up to two-thirds per passenger per kilometer compared to private vehicles. Still, private cars hold the greatest potential for emission reduction. In 2018, light-duty vehicles were responsible for nearly half of all transport emissions—including those from rail, sea, and air travel. Several major carmakers have announced ambitious plans to release new EV models in the next five years.Save this picture!According to a study by the McKinsey Center for Future Mobility (2019), roughly 60% of global car trips are under 8 kilometers, making them ideal for micromobility solutions. Electromicromobility refers to small, lightweight, and low-speed electric transportation options for short distances, such as electric skateboards, scooters, bikes, mopeds, and quadricycles. From a user perspective, electric vehicles still face hurdles like high costs, limited range, and long charging times. However, their broader societal benefits—particularly emissions reductions—are significant. Therefore, local and national governments are encouraged to implement supportive policies, such as vehicle purchase subsidies, tax breaks, free charging stations, parking benefits, access to city centers, and special electricity rates for nighttime charging, etc.Save this picture!Save this picture!Ultimately, we should ask: What lies ahead for modern transportation? How could new forms of natural, artificial, and collective intelligence be integrated into the design of today's transportation systems to improve resilience to environmental and growth challenges? What partnerships between countries, industries, and organizations are needed to ensure a sustainable and innovative supply of key materials? What will happen to used EV batteries and electronic components? Will be electric mobility in cities the only way to reduce carbon emissions?This article is part of the ArchDaily Topics: What Is Future Intelligence?, proudly presented by Gendo, an AI co-pilot for Architects. Our mission at Gendo is to help architects produce concept images 100X faster by focusing on the core of the design process. We have built a cutting edge AI tool in collaboration with architects from some of the most renowned firms such as Zaha Hadid, KPF and David Chipperfield.Every month we explore a topic in-depth through articles, interviews, news, and architecture projects. We invite you to learn more about our ArchDaily Topics. And, as always, at ArchDaily we welcome the contributions of our readers; if you want to submit an article or project, contact us. Image gallerySee allShow less About this authorAgustina IñiguezAuthor••• Cite: Agustina Iñiguez. "How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in Cities" 03 Jun 2025. ArchDaily. Accessed . <https://www.archdaily.com/1030500/how-will-transportation-work-in-the-future-a-look-at-the-rise-of-electric-mobility-in-cities&gt ISSN 0719-8884Save世界上最受欢迎的建筑网站现已推出你的母语版本!想浏览ArchDaily中国吗?是否 You've started following your first account!Did you know?You'll now receive updates based on what you follow! Personalize your stream and start following your favorite authors, offices and users.Go to my stream

Satellite view of coral reefs in New CaledoniaShutterstock/BEST-BACKGR​OUNDS There might be an upside to the loss of coral reefs. Their decline would mean oceans can absorb up to 5 per cent more carbon dioxide by 2100, researchers estimate, slowing the build up of this greenhouse gas in Earth’s atmosphere. “It is a beneficial effect if you only care about the concentration of CO2 in the atmosphere,” says Lester Kwiatkowski at Sorbonne University in Paris, France. But the decline of corals will also reduce biodiversity, harm fisheries and leave many coasts more exposed to rising seas, he says. Advertisement How much the world will warm depends mainly on the level of CO2 in the atmosphere. So far the land and oceans have been soaking up around half of the extra CO2 we have emitted. Any factors that increase or decrease these so-called land or ocean carbon sinks could therefore have a significant impact on future warming. It is often assumed that corals remove CO2 from seawater as they grow their calcium carbonate skeletons. In fact, the process, also known as calcification, is a net source of CO2. “You’re taking inorganic carbon in the ocean, generally in the form of carbonate and bicarbonate ions, turning it into calcium carbonate and that process releases CO2 into the seawater, some of which will be lost to the atmosphere,” says Kwiatkowski. Unmissable news about our planet delivered straight to your inbox every month. Sign up to newsletter This means that if reef formation around the world slows or even reverses, less CO2 will be released by reefs and the oceans will be able to absorb more of this greenhouse gas from the atmosphere – a factor not currently included in climate models. Observations suggest coral reef calcification is already declining as rising seawater temperatures cause mass coral bleaching and die-offs. The higher level of CO2 is also making oceans more acidic, which can make it harder to build carbonate skeletons and even lead to their dissolution. Kwiatkowski and his team took published estimates of how corals will be affected by warming and ocean acidification and used a computer model to work out how this might change the ocean sink in various emission scenarios. They conclude that the oceans could take up between 1 and 5 per cent more carbon by 2100, and up to 13 per cent more by 2300. This doesn’t take account of other factors that can cause reef decline such as overfishing and the spread of coral diseases, says Kwiatkowski, so might even be an underestimate. On the other hand, the work assumes that corals aren’t able to adapt or acclimatise, says Chris Jury at the University of Hawai’i at Manoa, who wasn’t involved in the study. “If the worst-case or even medium-case scenario in this study comes to pass, it means the near-total destruction of coral reefs globally,” says Jury. “I think that with consideration of realistic levels of adaptation and acclimatisation by corals and other reef organisms, the authors might come to different conclusions under a low to moderate level of climate change.” If Kwiatkowski’s team is correct, it means that the amount of emitted CO2 that will lead to a given level of warming – the so-called carbon budget – is a little larger than currently thought. “I think we would like our budgets to be as accurate as possible, even if we’re blowing through them,” says Kwiatkowski. Journal reference:PNAS DOI: 10.1073/pnas.2501562122 Topics:

Here are some highly rated series to watch on Max, plus a look at what's coming out in June.

Thrustmaster T598 + Hypercar Wheel review: a great value PC/PS5 sim racing wheel and pedals built on novel tech Direct axial drive impresses, despite limited software and a firmly mid stock wheel. Image credit: Digital Foundry Review by Will Judd Deputy Editor, Digital Foundry Published on June 1, 2025 We've seen an explosion in the number of affordable direct drive (DD) racing wheels over the past couple of years, with Fanatec and Moza offering increasingly inexpensive options that still deliver the precise, quick and long-lasting force feedback that cheaper gear- or belt-driven wheels can't match. Now, Thrustmaster is intruding on that territory with the T598, a PlayStation/PC direct drive wheel, wheel base and pedals that costs just £449/$499. That's on a similar level to the PC-only £459/$599 Moza R5 bundle and the €399/$569 Fanatec CSL DD bundle, so how does the newcomer compare? And what's changed from the more expensive T818 we reviewed before? We've been testing the T598 - and the fancy upgraded HyperCar wheel that's available as an upgrade option - for weeks to find out. Our full review follows, so read on - or check out the quick links below to jump to what you're most interested in. To see this content please enable targeting cookies. Thrustmaster T598 wheel base review: direct axial drive vs traditional direct drive Interestingly, the T598 arguably comes with a more advanced DD motor than the more expensive T818 does. It uses a "direct axial drive" versus the standard "direct radial drive", where the magnets are aligned parallel to the wheel shaft rather than perpendicular (see the diagram below). This ought to allow for more efficient torque generation, producing less waste heat, minimising precision-sapping magnetic interference and requiring less copper to produce. It also means the T598 can "overshoot" to deliver more than its rated 5nm of constant torque for short periods. However, this design also requires a physically taller yet slimmer enclosure (measuring 210x210x120mm), potentially blocking the view forward and requiring a different bolt pattern to attach the base to your desk or sim racing cockpit - both of which are slight annoyances with the T598. (You do get an angle bracket to allow for wider and potentially more compatible holes for your cockpit... but this makes the tall wheel base even taller. Table clamps are also included.) Interestingly, you can also feel a slight vibration and hear a quiet crackling noise emanating from the T598 base while idle - something I haven't heard or felt with other direct drive motors and is reportedly inherent to this design. There's a lot going on inside this wheel base - including some genuine innovation. | Image credit: Thrustmaster/Digital Foundry Thrustmaster has written a pair of white papers to explain why their take on direct drive ("axial flux") is better than what came before ("radial flux"). Image credit: Thrustmaster In terms of the force feedback itself, Thrustmaster have achieved something quite special here. In some titles with a good force feedback implementation - Assetto Corsa, Assetto Corsa Evo and F1 23 stood out to me here - the wheel feels great, with strong force feedback and plenty of detail. If you run up on a kerb or start to lose traction, you know about it right away and can take corrective action. I also appreciated the way that turning the wheel feels perfectly smooth when turning, without any cogging - the slightly jerky sensation common to low-end and mid-range direct drive motors that corresponds to slight attraction as you pass each magnet. However, balancing this, the wheel's force feedback feels a little less consistent than others I've tested from the likes of Fanatec or Moza at a similar price point, with some games like Project Cars 3 and Forza Motorsport feeling almost bereft of force feedback by comparison. You also have that slight vibration when the wheel is stationary, which is potentially more noticeable than the cogging sensation in traditional DD designs. The overshoot is also a mixed bag - as the sudden jump in torque can feel a little artificial in some scenarios, eg when you're warming your tyres by weaving in F1 before a safety car restart. I'd say that these positives and negatives largely cancel each other out, and you're left with force feedback that is good, way better than non-DD wheels, but not noticeably better than more common radial direct drive designs. Depending on the games you play, either DD style could be preferable. It'll be interesting to see if Thrustmaster are able to tune out some of these negative characteristics through firmware updates - or simply in later products using the same technology. 1 of 7 Caption Attribution Here's how the T598 looks IRL - from the wheel base itself to the default rim, the upgraded Hypercar wheel and the included dual pedals. Click to enlarge. Apart from the novel motor, the rest of the wheel base is fairly standard - there's a small (colour!) display on the top for adjusting your settings and seeing in-game info like a rev counter, four large circular buttons buttons (L3, R3, Mode and Settings), the usual Thrustmaster quick release lock for securing your wheel rim and a small button on the back to turn the wheel base on and off. There are connection options for power, USB and connecting other components like pedals or shifters on the back too. Weirdly, there's no ability to change settings in the PC Thrustmaster Panel app - it just says this functionality is "coming soon!" - so right now you can only use it for updating firmware, testing buttons and changing between profiles. "Coming soon!" starts to become a little less believable six months after the first reviews hit. | Image credit: Digital Foundry Instead, you'll be using the built-in screen for making changes, which works well enough but doesn't provide any allowance for extra information - so you'll be sticking to the four basic pre-made profiles, referring to the manual or checking suggested setups online rather than reading built-in tool tips. You still get access to the full whack of settings here, and of course this works well for PS5/PS4 users who wouldn't expect a software experience anyway, but PC users may be disappointed to learn that there's no intuitive software interface here. I found the Boosted Media YT review of the wheelbase to offer some good insight into what settings you're likely to want to change from their default values. Thrustmaster T598 Sportcar wheel review: a workable default option The Sportcar wheel rim looks good - but a plastic construction and relatively spartan controls make it "OK" at best. The "Sportcar" wheel provided in the bundle is a little less impressive-looking than the base itself, with a plasticky feel throughout and fairly mushy buttons - though the paddles are snappy enough and feel good to use. The usual PS-style face buttons are split into two clumps up top with L2 and R2, which is a bit odd, with four individual directional buttons in the lower left, start/select/PS in the lower middle and four configuration buttons in the lower right. Those configuration buttons require extra explanation, so here we go: the P button at the top swaps between four different pages, indicated with a different colour LED, allowing the remaining three physical buttons to activate up to 12 different functions. (The Fanatec GT DD Pro, by contrast, has dedicated five-way controls for each of its four functions. This costs more to produce, but allows you to use the controls without looking down to see what coloured light is active.) There are no rotary encoders or other additional controls here, so PC players that prefer more complicated racing sims may feel a bit underserved by this clunky, cost-saving solution. The 815g wheel is at least sized reasonably, with 300mm circular shape that particularly suits drifting, rally and trucking - though all forms of driving and racing are of course possible. The rubber grips under your hands are reasonably comfortable, but you can still feel seams in various places. Overall, the wheel is possibly the weakest part of the package, but perfectly usable and acceptable for the price point. Thrustmaster Hypercar Wheel Add-On review: true luxury An incredible wheel with premium materials, excellent controls and a more specialised shape. Thrustmaster also sent over the £339/$350 Hypercar wheel rim for testing, which is an upgrade option that uses significantly better materials - leather, alcantara, aluminium and carbon - and offers a huge number of extra controls (25 buttons, including four rotary encoders and two pairs of analogue paddles). Its oval shape feels a bit more responsive for faster vehicles (like F1 cars) that require a quick change of direction, but drifting and rally doesn't feel natural. It supports the same PS4, PS5 and PC platforms as the stock option, but there are no legends printed on the buttons to help you. The difference in quality here is immediately apparent, with much better tactile feedback from the buttons and a huge number of additional controls for adjusting stuff like ERS deployment or brake bias. Each control feels well-placed, even if the T-shaped layout for the face buttons is slightly unnatural at first, and the paddles for shifting and the clutch are particularly well engineered. I also found holding the wheel a bit more comfortable thanks to that flattened out shape, the more premium materials and the absence of bumps or seams anywhere you're likely to hold. It's a huge upgrade in terms of feel and features then, as you'd hope for a wheel rim that costs nearly as much as the entire T598 kit and caboodle. As an upgrade option, I do rate it, though it perhaps makes slightly more sense for T818 owners that have already invested a bit more in the Thrusmaster ecosystem. Regardless, it was this rim that I used for the majority of my time with the T598, and the wheel base feels significantly better with the upgrade. Thrustmaster T598 Raceline pedals review: great feedback, but no clutch and no load cell upgrade offered at present Surprisingly good for two add-in pedals, in terms of feedback and flexibility. The pedals that come with the T598 are surprisingly good, with an accelerator, a brake pedal (with a choice of two different spring options) and no clutch pedal. Each pedal's spring assembly can be pushed into one of three positions to change the amount of pre-load - ie make it a bit softer or harder to press and the pedal plates can be shifted up and down. The narrow dimensions of the metal wheel plate meant that it was impossible to mount directly in the centre of the Playseat Trophy I used for testing, but the slightly off-centre installation I ended up with still worked just fine. They connect using a non-USB connection, so you can't use the pedals with other wheel bases. Using the middle distance setting and the firmer of the two springs for the brake, I found the T598 produced good results, on par or perhaps even a tad better than other metal-construction Hall Effect position sensor (ie non-load cell) pedals I've tested such as the Moza SR-P Lite and Fanatec CSL. Braking is the critical point here, as you want to be able to feel when the brake has mechanically reached its threshold and then modulate your inputs from there, and the T598 pedals do allow for this quite easily. They're also not so hard to actuate that you end up having to hard-mount them to a sim rig for good results, and the included carpet spikes are reasonably effective in keeping the pedals in place. Presumably, it ought to be possible to add on a load cell brake pedal down the line to upgrade to a proper (if slightly cramped) three pedal setup. For the F1 style driving that I prefer, the clutch pedal isn't used anyway, so it wasn't a massive issue for me - and we frequently see companies like Moza and Fanatec drop the clutch pedal on these aggessively priced bundles so Thrustmaster aren't losing ground by following suit. Thrustmaster T598 final verdict: a competitive £450 package with potential For PlayStation owners, this is an incredible value pickup that ranks among the cheapest DD options - and PC owners ought to consider it too. For £449/$499, the Thrustmaster T598 is an excellent value direct drive wheel and pedal bundle for PlayStation and PC with some relatively minor quirks. The wheel base is powerful, detailed and responsive in most games, with some advantages over traditional DD designs but also some disadvantages - notably the taller shape and a slight hum/vibration while stationary. Traditional DD designs from the likes of Fanatec and Moza can offer more reliable force feedback that works over a wider range of games, cars and tracks, while also benefitting from better PC software, but there's certainly potential for Thrustmaster to improve here. The included wheel feels a bit cheap, with a predominantly plastic design, spongey buttons and a slightly odd layout, but the full circle shape and full PS5/PS4 compatibility is most welcome. Upgrading to the HyperCar wheel provides a huge uptick in materials, tactile feedback and number of controls, though this does come at a fairly steep price of £339/$350. If you plan to use the T598 for years and have the budget for it, this is a super upgrade to aim for. The included Raceline LTE pedals are the most surprising element for me. These consist of only an accelerator and a brake with only moderate adjustability and a narrow base plate, but they feel great to use, are made from durable metal with HE sensors, and only really lose out to significantly more expensive load cell options. For an add-in for a relatively cheap DD bundle, they're a solid inclusion, and I hope Thrustmaster release a load cell brake pedal for users to upgrade to a better three-pedal setup later. Overall, it's an competitive first outing for Thrustmaster with the T598 and direct axial drive, and I'm curious to see where the company - and the tech - goes from here. With Fanatec still on the rebuild after being acquired by Corsair and Moza's offerings being hard to order online in some regions, Thrustmaster has a golden opportunity to seize a share of the mid-range and entry-level sim racing market, and the T598 is a positive start.

It may be time to suck it up — and we don't just mean the carbon in the atmosphere. No, we're talking about reckoning with the possibility that our attempts at capturing the greenhouse gas to stave off climate disaster are already hopelessly behind schedule, New Scientist reports, if they're not in vain entirely.To illustrate, here're some simple numbers. The CO2 removal industry expects to hit a milestone of removing one million metric tons of CO2 this year. And companies across the globe have bought carbon credits to remove 27 million more, according to data from CDR.fyi cited in the reporting (more on these carbon credit schemes in a moment).That sounds like a lot, but it really isn't. As New Scientist notes, the Intergovernmental Panel on Climate Change — the leading authority on these issues — concluded in a 2022 report that we need to be removing up to 16 billion tons of carbon, not millions, each year to keep the rise in global temperature from exceeding 1.5 degrees Celsius (2.7 degrees Fahrenheit) of warming by the middle of the century, past which the most drastic effects of climate change are believed to be irreversible."It's not scaling up as fast as it would need to if we are going to reach multiple gigatons by 2050," Robert Höglund at Marginal Carbon, a climate consultancy based in Sweden, told the magazine. Carbon capture is not the be-all and end-all. The fact remains that humanity needs to drastically reduce its emissions, which probably means reorganizing society — or at least its energy production and consumption — as we know it. Simply removing the CO2 that's already there is more like a band-aid that buys us a little time; eventually, we'll need to rip it off.For these reasons, some critics fear that carbon capture — and even more drastic interventions, like attempting to dim the Sun — could distract from the climate change's systemic causes. But there's a lot of enthusiasm for the approach all the same, both from scientists and investors. The IPCC acknowledged in its 2022 report that carbon removal was "unavoidable" — as in, essential to meeting climate targets.One popular method of carbon removal is called direct air capture, which involves sucking the carbon straight from the air using massive industrial facilities. A more circuitous approach that's gaining steam involves extracting CO2 out of the ocean, freeing up room for the world's largest carbon sink to passively absorb even more of the greenhouse gas. All of these initiatives, though, are basically just getting off the ground. And the corporate investment, which once promised billions of dollars in cash, seems to be cooling. More than 90 percent of all carbon removal credits sold this year were bought by a single company, Microsoft, New Scientist notes, probably to gloss over its egregious energy bill it's accrued from building loads of AI datacenters.This also touches on the fact that the practice of buying carbon credits can be used as a means of corporate greenwashing. By paying to another firm to "certify" that they will remove a certain amount of carbon at some undetermined point in the future, a company can report a greener carbon balance sheet without actually reducing its emissions.In any case, staking the industry's hopes on corporate munificence is a dicey prospect indeed."I have been raising the alarm for about a year and a half," Eli Mitchell-Larson at Carbon Gap, a UK carbon dioxide removal advocacy organisation, told New Scientist. "If we're just waiting for the waves of free philanthropic money from corporations to fill a hole on their sustainability report, we're not really going to solve the problem."More on climate change: Scientists Just Found Who's Causing Global WarmingShare This Article