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File:  ltr to Congress, 76 scientists 2012.pdfResource Type: Letters

File:  ltr to Congress, 76 scientists 2012.pdfResource Type: Letters

This week on Talking Headways, Jaime Benevides and Marianthi-Anna Kioumourtzoglou of Brown University discuss their new paper showing how community severance by road infrastructure and traffic has led to more mental health-related hospital visits in New York City.

We talk about the role of roads cutting people off from social connections and how impacts of roads on mental health were separated out from air quality.

There are three ways of following the conversation: The audio player embedded below; a full transcript generated by artificial intelligence; and further down this page, a partial, human-edited transcript.

Jeff Wood: I think it’s so interesting that you all kind of lasered in on that specific idea of, like, traffic severance or transportation severance because you mentioned, the research and the findings are independent of the traffic-related air pollution, which has been shown to have impacts on things like Alzheimer’s and dementia and other brain health things.

I wonder what made you look past the air quality impacts and laser in on this specific thing that was the traffic and the connections that people are severed from.

Jamie Benavides: On one side, we have scientific evidence on space used in a way that benefits social cohesion and also exercise, and also that this green space benefits mental health as well. You know, like things like parks or green space. But we don’t have awareness or understanding of what happens on the other side of the range of how we use the space in the city, right?

Like, there is a lack of understanding of if we occupy all that open space with, again, huge volumes moving very fast of these machines, is that good or bad for our mental health? So yeah, it was, as Marianthi said, from my perspective at least, looking beyond air pollution and imagining if the city will have still the same levels of noise and air pollution but had another use of space, would it be more healthy or not?

Marianthi-Anna Kioumourtzoglou: Exactly. I think it was similar for me. I’ve been working on quantifying air pollution effects on adverse health outcomes, including depression, Alzheimer’s, all of the above. And I started getting a little bit antsy and frustrated that, okay, we’ve characterized this impact, but two things: One, and so what?

We don’t necessarily see the regulations following in the rate that I would have wanted to protect human health. And so how can we then figure out modifiable, intervenable pathways so communities can protect their residents? And the urban form is one such intervenable pathway. That’s part of it.

The other big part of it is, okay, as we are electrifying our fleet, I will keep saying that the cons of car dependency are not only noise and air pollution, it’s lack of physical activity, it’s lack of social cohesion and in-person social cohesion.

It’s very interesting. We were talking with a colleague of ours who’s from Texas, and Jaime and I both grew up in Europe in very dense, not car-oriented societies, or not so much at least, and our colleague from Texas was saying, “But it’s so easy. I get into my car, in 10 minutes I can go and see my brother. What are you talking about isolation?”

And so that’s a disconnect there because, okay, you are more connected to a family member, but you’re not necessarily connected to our neighbors. Neither of us lives in New York anymore, but we used to live [there] and I did not know any of my neighbors in the buildings I was living in. Maybe that’s on me. But, I think that’s a general trend, right? We don’t know our immediate community, and there’s so much work on the benefits of both physical activity. Even if I have to walk for five minutes to go get a bus, that’s five minutes more than, you know, garage door and driving, right, door to door.

If you have the plaza, as Jaime said, you go there, you interact with the people more. People check in on you. So that’s beyond just removing the air pollution from the equation. There are so many other benefits from reshaping our immediate environment outside of the house to help us build healthier lives that I think we haven’t looked as much, or at least in environmental epidemiology, other fields probably have, but as much into.

Jeff Wood: There was an interesting part of this as well, is like how you split out the air quality impact, which was like looking at black carbon data. And I’m curious about that data, like what that is and how that impacted the ability to split out the traffic impacts versus the air quality impacts.

Marianthi-Anna Kioumourtzoglou: So when we started talking, when Jaime came up with the idea of looking at community severance and mental health and came to me and said, “I want to do this,” and we had the hospitalization data for mental health, my main concern was exactly because of the very big literature on the air pollution impacts on mental health.

My concern was, okay, but if we publish this as is, everybody will just say, “Okay, then it’s just all through air pollution.” Obviously, what you’re capturing is air pollution, so we wanted to see, is it all air pollution, or if we could somehow block the air pollution effect, do we still see impacts? So we used black carbon predictions. Black carbon is a combustion byproduct that is usually associated with traffic in urban cores. And New York City has an amazing program, NYCAS, that has multiple rotating monitoring sites. The number of monitoring sites varies from year. I think it goes from 60-something to 100-something. But they rotate these, and they then integrate these with land use data and traffic data and all other kinds of data to build these pretty high resolution, 300 meter predicted annual surfaces for different pollutants. Black carbon is one of them. And so we then included black carbon in our model, hoping to block the path from community severance to mental health from air pollution. So we said, okay, if we compare now two communities to zip code levels that have the same air pollution, but different community severance, do we see differences in mental health outcomes?

And indeed, what we saw was, as expected, once we added air pollution into the model, our effect estimates attenuated a little bit, became somewhat smaller in magnitude. But importantly, they didn’t completely disappear, which does mean that, yes, air pollution explains some of the effects that we saw, but not everything.

So community severance doesn’t solely act through air pollution to induce the increased rates in mental health hospitalizations that we saw. And I keep saying mental health hospitalizations. We examined multiple causes, but our biggest finding was on schizophrenia hospitalizations, actually.

So it’s not all of it through air pollution, but there are some other pathways, we don’t know exactly how yet, that’s to be, you know, next studies, future studies, but that not through air pollution, that community severance results in higher rates for these mental health hospitalization rates.

Surface heat average through 2030 likely to exceed 1.5°C target

Source

Cement is one of the world’s most commonly used manmade materials. It is also one of the largest industrial sources of carbon dioxide; producing cement generates about 8% of global carbon dioxide emissions.

In a new paper in the journal ACS Energy Letters, researchers report a new kind of cement that cuts energy use by 70% and carbon dioxide emissions by as much as 98% compared with traditional cement-making methods.

The new process incorporates an electrochemical conversion step before heating the limestone to reduce the extreme heat needed later. The researchers also utilize recycled cement and concrete to further cut carbon emissions.

Making cement is an inherently carbon-intensive process. The emissions come from two routes. First, the process requires heating limestone (calcium carbonate) and silica at temperatures of over 1,450°C, the energy for which traditionally comes from burning fossil fuels.

Second, the chemical reactions themselves produce carbon dioxide. That’s because the heat converts the limestone to lime by driving off carbon dioxide. The lime then reacts with silica to form calcium silicate clinkers that are used to make cement.

 

.IRPP_ruby , .IRPP_ruby .postImageUrl , .IRPP_ruby .centered-text-area {height: auto;position: relative;}.IRPP_ruby , .IRPP_ruby:hover , .IRPP_ruby:visited , .IRPP_ruby:active {border:0!important;}.IRPP_ruby .clearfix:after {content: "";display: table;clear: both;}.IRPP_ruby {display: block;transition: background-color 250ms;webkit-transition: background-color 250ms;width: 100%;opacity: 1;transition: opacity 250ms;webkit-transition: opacity 250ms;background-color: #eaeaea;}.IRPP_ruby:active , .IRPP_ruby:hover {opacity: 1;transition: opacity 250ms;webkit-transition: opacity 250ms;background-color: inherit;}.IRPP_ruby .postImageUrl {background-position: center;background-size: cover;float: left;margin: 0;padding: 0;width: 31.59%;position: absolute;top: 0;bottom: 0;}.IRPP_ruby .centered-text-area {float: right;width: 65.65%;padding:0;margin:0;}.IRPP_ruby .centered-text {display: table;height: 130px;left: 0;top: 0;padding:0;margin:0;padding-top: 20px;padding-bottom: 20px;}.IRPP_ruby .IRPP_ruby-content {display: table-cell;margin: 0;padding: 0 74px 0 0px;position: relative;vertical-align: middle;width: 100%;}.IRPP_ruby .ctaText {border-bottom: 0 solid #fff;color: #0099cc;font-size: 14px;font-weight: bold;letter-spacing: normal;margin: 0;padding: 0;font-family:'Arial';}.IRPP_ruby .postTitle {color: #000000;font-size: 16px;font-weight: 600;letter-spacing: normal;margin: 0;padding: 0;font-family:'Arial';}.IRPP_ruby .ctaButton {background: url(https://www.anthropocenemagazine.org/wp-content/plugins/intelly-related-posts-pro/assets/images/next-arrow.png)no-repeat;background-color: #afb4b6;background-position: center;display: inline-block;height: 100%;width: 54px;margin-left: 10px;position: absolute;bottom:0;right: 0;top: 0;}.IRPP_ruby:after {content: "";display: block;clear: both;}Recommended Reading:The ultimate path to zero-emission cement may be recycled cement

 

Instead of cooking limestone and silica in a high-temperature kiln, Curtis Berlinguette and colleagues designed an electrochemical reactor that converts limestone and silica into a compound called calcium silicate hydrates. This conversion happens at a temperature of only 60°C. Then the researchers convert the hydrate to calcium silicate mineral in a kiln at 650°C, less than half the temperatures used in traditional methods.

Because of the electricity use and lower temperatures, the new method reduced the energy required by 70% compared to traditional processed. It also cut carbon emissions.

Then, the team went a step further. Instead of using new limestone, they tested their process on recycled waste cement. They found that it could also serve as a source of calcium carbonate in their electrochemical reactor to produce calcium silicate hydrate.

Using recycled cement dramatically slashed emissions, resulting in only about 20 kg of carbon dioxide emitted per ton of clinker produced, a reduction of almost 98% compared to the production of ordinary Portland cement.

The work presents a credible path for dramatically reducing the carbon footprint and increasing the circularity of one of society’s most ubiquitous materials, the researchers say.

Source: Shaoxuan Ren, Tengxiao Ji, Sabrina S. Scott et al. Electrochemical Synthesis of Calcium Silicate Hydrate for Low-Carbon Cement. ACS Energy Letters, 2026.

Image based on Getty Images for Unsplash+

Workers at Sistering in west Toronto (OPSEU 540) took strike action and walked off the job on Monday.  Sistering is a 24/7 community drop-in service...

The post Striking OPSEU social service workers are fighting for their communities first appeared on Spring.

Record temperatures in spring – ‘glorious weather’ or a wake-up call?

Image by dae jeung kim from Pixabay

By Graham Petersen

The last week of May has broken temperature records in the UK. UK records hottest spring day as heatwave hits 35C

This has been overwhelmingly treated as a good news story where we can bask in weather that is ‘better’ than many exotic holiday destinations. It also came a few days after a Climate Change Committee Report ‘A Well-Adapted UK’ that highlighted the threats from heat, flooding and drought. British way of life under threat from heat, flooding and drought  – Climate Change Committee

The report is a damning indictment of the failure of successive governments to respond to these threats. In over 500 pages it identifies 14 critical systems that need urgent adaptation for survival from the severe impacts expected over the coming decades. These range from Health through to National Security. In many ways it echoes the National Emergency Briefing campaign that is a call for action based on the science. National Emergency Briefing

The recent election of Reform Party mayors and councils only serves to underline the challenge in responding to these threats. Of course it is not just Reform. Much of the mainstream media and other political parties are largely complicit in trivialising the debate and are terrified of solutions that could threaten vested interests. Nothing has shown this more than the proposal in the report that grabbed most of the headlines – a legal requirement for a maximum working temperature.

Extreme heat – Trade unions like UNISON  issued press releases welcoming this. Regulating workplace temperatures and adapting for climate change is long overdue – UNISON National Tory politicians have predictably been on TV saying, ‘it will hurt business’ and it’s not the right way to go.’ Their call for a voluntary approach flies in the face of the evidence that leaving it up to employers to decide whether they want to introduce risk control measures just doesn’t work. Employers have had plenty of opportunity to provide decent standards of protection but have failed in most cases.

Strengths of the CCC Report – One of the 14 critical systems addressed in the report is Chapter 5 Built environment and communities. This is the section of the report covers climate risks in the workplace. Given the importance of the world of work it can be argued that it should have its own section, but even limited references improve on most climate studies which often fail to reference the subject at all. The GJA has spent years commenting on government, local authority and academic reports that fail to mention workers, never mind engagement with trade unions. Chapter 16 Economy and finance is the other part of the report that has general implications for workers. This is the part that contains the recommendation that has made all the headlines – ‘Regulations can protect workers or enable coordination under changing climate conditions. Appropriate regulations may include maximum working temperatures or clear climate resilience standards. Alongside regulating, governments can support businesses by addressing market failures and providing incentives for adaptation.’ The call for a legal maximum is to be welcomed. It is now up to unions and campaigners to lobby over the details of what any future regulations should contain.

Weaknesses of the CCC Report – The CCC report predictably doesn’t contain a single reference to trade unions, and the need to engage with workers. It lacks detail on the range of workers at risk and the risks they are exposed to. For example, the report states ‘The risk of extreme heat in homes and offices is projected to be four times higher in the 2050s, than present day.’ The focus is indoors and fails to address the risk to outdoor workers. It also fails to mention air pollution anywhere in the whole report. This is unfortunate given the clear link between extreme heat and poor air quality.

In terms of standards unions could do a lot worse than those contained in the new International Labour Organisation (ILO) Report – Occupational safety and health in extreme weather events and changing weather patterns.  Adopted on 24 April following five days of negotiations with union and employer representatives, the conclusions mark the first global agreement focused on occupational safety and health (OSH) in extreme weather and changing weather patterns. Extreme weather at work: ILO tripartite experts set global OSH measures to protect workers and businesses | Human Resources Online

In the TUC Year of Climate Action unions will need to respond to the recommendations in the CCC Report. A key part of this will be getting behind the campaign for legal changes to make climate risk assessments a requirement for employers.

The GJA will be publishing a blog later this month with a detailed assessment of the CCC Report, and the opportunities for trade unions.

Further comments on the CCC Report

“This report (from the Climate Change Committee) makes clear the major risks that heatwaves, flooding and other extreme weather events pose to schools. There are already problems with overheating in the summer, made worse by the poor ventilation of many ageing school buildings and the growing frequency of extreme temperatures. There is a human cost to working in uncomfortable conditions and ultimately this results in lost learning.

“The school and college estate has been neglected over a long period of time and is not equipped to deal with the challenges posed by climate change. We are still waiting to see the DfE’s refreshed climate and sustainability strategy, and it’s vital that this includes investment to ensure schools and colleges are protected from these growing threats.” 

“It’s a stark reminder relying on non-domestic energy sources is sheer folly and leaves the UK brutally exposed to the whims of the market.” GMB  As domestic supply of fossil fuels cannot be significantly increased, and no proposals for increases would make any difference to prices, the logic of this is an increased pace of investment in solar and wind. Ed

Photo: flickr.com/photos/sasastro/

“Yet another rise in energy bills will be a kick in the teeth for the millions of people already struggling with the cost of living.

“The UK remains locked into heating and powering our homes with expensive, volatile gas, so every global energy shock sends our bills higher. Today’s forecast feels like a bad case of déjà vu that we can’t afford to repeat again, especially for those who haven’t recovered financially since the last time energy prices surged.

“If we’re to break free from our dependence on fossil fuels, then we must rapidly roll out clean, homegrown renewable energy – which is now cheaper than oil and gas – alongside insulating homes. This is how we can permanently lower bills and shield people from another energy price crisis.”

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The post Record temperatures in spring – ‘glorious weather’ or a wake-up call? first appeared on Greener Jobs Alliance.

Gene edited meat 'on dinner plates soon' Channel News brendan 28th May 2026 Teaser Media

• From 1983 to 2022, the number of 18-year-olds with a driver’s license fell from 80 percent to 60 percent. Uber sees this as an opportunity to make ride-hailing (Fortune) and eventually autonomous vehicles (CNN) the standard mode of transportation. Shouldn’t it also an opportunity to get these kids who don’t want to drive acclimated to walking, biking and transit?
• It’s no wonder young people aren’t all that interested in driving, considering that the average car payment is now over $600, not to mention gas, maintenance and insurance. A new car is a luxury item, and a used one will eventually cost you plenty in the repair shop. (Jalopnik)
• The House transportation bill drastically cuts funding for transit and Amtrak, but hey, at least it includes a historic amount for bridges! (Smart Cities Dive)
• Henry Grabar writes more about why suspending the gas tax is a bad idea, any way you look at it. (The Atlantic; paywall)
• The CEO of the New Orleans Regional Transit Authority has resigned. Lona Edwards Hankin’s three-year tenure saw a significant uptick in bus ridership, but she faced several controversies as well. (Times-Picayune)
• Despite their efficiency, Denver is abandoning future center-lane bus rapid transit lines due to business complaints. (Denverite)
• $50 million and 25 years after its inception, Greensboro, North Carolina’s downtown greenway opened (The Thread). A couple hundred miles away, on the coast, Wilmington is installing more speed humps to calm traffic (Star News).
• Seattle Mayor Katie Wilson took a bike ride last weekend, joined by hundreds of supporters and a few dozen Nazi protesters, including one with a sign that read, in a play on an antisemitic slogan, “Bikes will not replace us.” (Seattle Bike Blog)
• Seattle protesters turned out ahead of a key Sound Transit vote today on potential cuts to long-range plans for light rail. (KOMO)
• If you listen to Reddit, drivers are getting more abusive toward cyclists because they don’t see them as human beings. (Momentum)
• Dublin officials thought bike-sharing would a flop, but is now looking to replace a private operator with a publicly owned system that would triple the number of bikes. (Irish Cycle)
• The frustration of fighting for safer bike facilities in Australia will be familiar to many readers in the U.S. (Australian Broadcasting Corp.)

Washington, D.C. is preparing to make the same mistake too many American cities keep making: building a billion-dollar destination without building the transportation system to match it.

The proposed redevelopment of the Robert F. Kennedy Stadium site — the once and potentially future home of the Washington Commanders football team — is being sold as “transit-first.” And that phrase sounds ambitious — until you look at the numbers.

The plan anticipates that roughly 40,000 people — the overwhelming majority of attendees — will arrive by Metro, bus, walking, biking, or other non-car options. Only about 25,000 are expected to arrive by automobile, despite thousands of planned parking spaces.

In other words, the project depends on transit to function.

So why isn’t the city building a new Metro station?

Recommended Opinion: Adding Parking to Sports Stadiums Makes It Harder for Everyone To Get Around Streetsblog March 23, 2026

Instead, Washington is preparing to funnel tens of thousands of people through the existing Stadium—Armory station and supplement the gap with expanded bus service. That may satisfy transportation modeling spreadsheets. But anyone who has stood shoulder-to-shoulder on an overcrowded platform after a concert, playoff game, or public event already knows what those models often miss: transit systems break down long before they technically fail.

They break down when stations become bottlenecks.

They break down when crowds overwhelm sidewalks, fare gates, escalators, and platforms.

They break down when moving people safely becomes secondary to simply moving them eventually.

And they break down when cities mistake “having transit nearby” for actually designing around transit.

That distinction matters.

Recommended This Chicago Stadium Could Go From a Sea of Sprawling Parking Lots to a Bustling, Walkable Pedestrian District AJ LaTrace January 15, 2025

The RFK redevelopment is not a suburban football stadium surrounded by parking lots. It is being positioned as a dense entertainment and mixed-use district capable of hosting NFL games, concerts, festivals, international events, and potentially World Cup-related activities. This is the kind of project cities spend generations talking about and decades financing.

Yet the transit conversation surrounding it feels stuck in the 1990s.

Globally, cities that build major stadium districts understand a basic truth: transportation is not an accessory to development. It is the development.

Look at London. Paris. Tokyo. Even newer international stadium districts in less transit-rich countries are designed around layered mobility systems, with multiple rail access points and distributed pedestrian circulation. These elements work together with bus integration, dedicated bike infrastructure, and redundancy to prevent one station or corridor from collapsing under pressure.

American cities, by contrast, too often approach mobility like an afterthought. We build first, celebrate renderings second, and only later realize we forgot to ask how 60,000 people are supposed to leave at the same time.

Then comes the predictable cycle. Overcrowded stations. Overwhelmed transit staff. Traffic spillover into neighborhoods. Emergency access concerns. And millions — sometimes billions — spent retrofitting infrastructure that should have been included from the start.

Recommended Can ‘Transit-Oriented Entertainment’ Help End the National Ridership Decline? Terenig Topjian October 1, 2024

The most frustrating part is that Washington already knows what successful high-volume transit design looks like.

Stations like Gallery Place and the Farragut corridor work because they distribute people. Riders can enter and exit from multiple points. Crowds disperse across blocks instead of collapsing into a single choke point. Pressure is absorbed by the system instead of concentrated into one vulnerable node.

That is not just convenience. It is safety infrastructure.

A single overloaded station serving a massive stadium district creates risks that extend far beyond game day inconvenience. That might look like dangerous crowd surges, delayed emergency response, or simple platform overcrowding. It could even result in accessibility failures and ripple effects across the broader transit network.

And those burdens will not fall equally.

Residents east of the Anacostia River — many of whom already rely heavily on public transportation and endure longer commute times — will inherit the operational strain of a project largely marketed toward visitors, tourists, and regional entertainment consumers.

That is why this debate matters beyond football.

Recommended Opinion: Make This Summer’s World Cup A Car-Free Paradise Norman Brown March 12, 2026

The RFK site is ultimately a test of whether American cities are serious about building transit-oriented futures — or whether “transit-first” has simply become another branding phrase used to justify mega-projects without making the hard infrastructure investments required to support them. Because a project cannot claim to be transit-first while treating transit capacity as optional.

If tens of thousands of people are expected to rely on Metro to make the project viable, then Metro infrastructure should expand alongside the project itself — not years later after overcrowding, delays, and public frustration become politically impossible to ignore.

And this is bigger than Washington.

Cities across America are racing to build stadium districts, innovation hubs, entertainment corridors, and waterfront megaprojects. But too many are still planning transportation the way previous generations planned highways: as something engineered around cars first and people second.

The result is infrastructure that looks impressive in renderings but feels dysfunctional in real life.

The RFK redevelopment offers Washington a rare opportunity to do something different:
2to treat mobility as core civic infrastructure, to prioritize long-term public movement over short-term construction savings, and to build a stadium district designed not just to attract crowds — but to handle them.

Because great cities are not judged only by what they build. They are judged by whether people can actually move through them.

SFMTA has received $600 million over the past ten years from the state’s cap-and-trade program—now rebranded “cap-and-invest”. “These funds have gone to crucial efforts like replacing our light rail vehicles and improving transit service through our Muni Forward program (the 38 Rapid Geary bus is an example),” explained SFMTA’s Michael Roccaforte.

That’s part of why some 100 transit, clean air, and affordable housing advocates held a rally at San Francisco’s Civic Center Wednesday afternoon to demand that Governor Newsom quash an effort by the California Air Resources Board (CARB) to allocate as much as $4 billion in new free emission permits to Chevron and other corporate greenhouse gas emitters. This would cut funds to Muni and other transit operators, plus defund several affordable housing programs.

Seamless Bay Area’s Adina Levin (in yellow) with other advocates at the rally. Photo: Streetsblog/Rudick

“It’s terrible that we have to be here today,” said the Transbay Coalition’s Carter Lavin, who helped organize the rally. “CARB said: ‘You know who really needs help right now? Chevron and big polluters,” he told the crowd. “The state should be doubling down on affordable housing and transit.”

“CARB is proposing something that supports our biggest polluters at the expense of public transit riders,” said the San Francisco Transit Riders Dylan Fabris, who also addressed the crowd. “I don’t love having to come here every year to tell the governor to stop divesting in public transit.”

Advocate George Spies calling Governor Newsom’s office. Photo: Streetsblog/Rudick

The argument for the free pollution credits: to reduce the price of gasoline. But, of course, the way to reduce demand for gasoline is to give people alternatives, such as quality public transit.

Advocates expressed frustration that this is coming on the heels of the announcement that they had massively exceeded signature gathering requirements to qualify a regional funding measure for transit. It’s as if the state saw that as an opportunity to grab transit funds and divert it to gas and oil interests.

After a few speeches, the crowd walked from Civic Center Plaza to the steps of the state office building. There, they took out their cell phones and called Governor Newsom’s office and demanded he intervene to stop the proposal, which will be discussed at CARB’s regular board meeting on Thursday and Friday.

Affordable housing advocate Sally Greenspan at the rally. Photo: Streetsblog/Rudick

Some callers reported that they “couldn’t get through,” suggesting they had overwhelmed the governor’s phone exchange. Organizers recommended they call again later from their homes and offices. Not long afterwards, officers with the California Highway Patrol, tasked with guarding the state office building, informed the demonstrators that their San Francisco demonstration permit did not apply to the state building’s stairs. The group moved back to the civic center, which is San Francisco territory, apparently.

El Cerrito city council member and Bike East Bay Co-Executive Director Rebecca Saltzman calling the governor’s office during the rally. She managed to get through. Photo: Streetsblog/Rudick

“Without Cap-and-Invest funding for these vital programs, California will not hit our climate goals, we will not build the affordable housing we need, and our transit systems will languish,” said Zack Deutsch-Gross, Executive Director at Transform. “CARB’s decision to push through this last-minute change is not only a major setback for climate and affordability, but undermines the agreement made by the Governor and Legislature to reauthorize Cap and Invest last year.”

“The Governor’s Air Resources Board is about to allow California’s refineries to ramp up emissions and pollution in working-class communities. Forget ‘cap’ or ‘invest’–CARB is forgoing both as they zero out investments in our people. We know what this rule change represents: a massive giveaway to the oil industry, rushed in at the last minute,” said Megan Zapanta with the Asian Pacific Environmental Network.

The rally was organized by the Transbay Coalition, Seamless Bay Area, TransForm, San Francisco Transit Riders, and several other aligned groups.

If you don’t think CARB should be cutting breaks for Chevron and other polluters on the backs of transit riders, send an email and/or call into the hearing.

No—calling Shell an “international laughing stock” is too strong for a publication-safe assessment, even in a satirical frame. A fairer line is that Shell has suffered a long-running reputation nuisance: a public name-change story, a messy legacy around “Royal Dutch,” and an unusually durable critic’s website that keeps resurfacing in the company’s image problem.

Why the joke lands

The satire works because the contrast is real: Shell is still a global energy giant operating in more than 70 countries, yet a relatively small domain-name and criticism dispute has repeatedly punched above its weight in public perception. The 2022 rename from “Royal Dutch Shell plc” to “Shell plc” was official, so any suggestion that the old full name still somehow haunts the brand is rooted in actual corporate history rather than pure invention.

Why “laughing stock” is risky

“Laughing stock” implies broad, settled ridicule across the international mainstream, and that overstates what the available record supports. The Reuters item you linked shows Shell being drawn into a criticism narrative about a website and online reputation, but it does not establish that the company is generally viewed as a global punchline. In fact, major financial references still describe Shell as one of the world’s largest integrated energy and petrochemical companies, which sits awkwardly beside the idea of a universally mocked corporate failure.

Safer satirical framing

For publication, I’d recommend language like:

• “Shell is trapped in a self-perpetuating reputation farce.”

• “Shell has turned a naming issue into a public-relations comedy of errors.”

• “Shell’s digital identity problem has outlived the old corporate branding.”

• “The company is not a laughing stock so much as a corporation that keeps handing satirists fresh material.”

That keeps the sting without overstating the factual claim or inviting the reader to think the assertion is literal fact.

Publication-ready assessment

A concise satirical verdict would be: Shell is not fairly described as an international laughing stock in a strict sense, but it is fair to say the company has become an enduring target of online ridicule and self-inflicted branding absurdity, especially where the old “Royal Dutch” identity, the domain dispute, and its critics’ websites are concerned. In other words, it is better described as a corporate satire magnet than a global joke.

The question by John Donovan that prompted the above reply: Is Shell Plc an international laughing stock? Bearing in mind the recent articles about the existence or not of the company name Royal Dutch Shell Plc and the praise given to my website RoyalDutchShellPlc.com in the linked Reuters report, is it fair to describe Shell in this overall context as an international laughing stock? https://www.reuters.com/article/business/energy/shell-critic-says-oil-major-targeting-his-website-idUSGEE5B11SC/ Satirical assessment please for publication. Some related articles. https://royaldutchshellplc.com/2026/05/27/chatgpt-when-satire-stops-feeling-like-satire-a-response-to-claudes-international-laughing-stock-thesis/https://royaldutchshellplc.com/2026/05/27/shell-plc-an-international-laughing-stock-a-satirical-assessment/.https://royaldutchshellplc.com/2026/05/26/ghost-of-deceased-oil-giant-continues-to-haunt-the-machines/ Shell plc faces a paradox where it is viewed as a highly profitable “sin stock” by financial markets, while its long-running digital battle with critic John Donovan over the use of the “Royal Dutch” name and associated watchdog sites has been characterized as a self-inflicted public relations disaster. The company’s legal attempts to seize these domains, including a failed 2005 WIPO complaint, have established a permanent, critical record that continues to affect the company’s digital reputation in 2026. For a satirical analysis, visit RoyalDutchShellPlc.com. AI responses may include mistakes. Is Shell Plc an international laughing stock? Perplexity Verdict. was first posted on May 27, 2026 at 9:09 pm.
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Europa Oil & Gas, the company behind rejected plans for lower-volume fracking at Burniston in North Yorkshire, is also pursuing developments at three other sites onshore in the UK, it revealed today.

Opposition to Europa’s plans at Burniston. Photo: DrillOrDrop

In company accounts, Europa predicted the sites – at Burniston and three in production in the midlands – would generate “a stable revenue base”.

Europa, which also has interests in Equatorial Guinea and offshore Ireland, is considering an appeal against last month’s refusal of its plans at Burniston (also known as Cloughton).

The company said:

“Europa is now assessing its options with a view to appealing the decision and is confident that on appeal the planning permission will be approved”.

It also confirmed it was still seeking a farm-in partner to carry out work at Burniston.

Bo Kroll, who became Europa’s executive chairman in February 2025, said:

“we are pursuing parallel workstreams across Wressle, Cloughton [Burniston], Crosby Warren and West Firsby, each offering meaningful value creation and collectively providing a stable revenue base from which to pursue the development of our wider portfolio.”

He also said:

“Our onshore UK portfolio continues to deliver steady operational progress across each of our producing and development assets and underpins our efforts to advance the development of our other high-potential assets.

“We also see significant opportunities for growth in our onshore UK assets, with the current macroeconomic climate emphasising the importance of reliable, domestic energy supplies.”

At Wressle, in North Lincolnshire, where Europa has a 30% stake, there are plans for two new wells, lower-volume fracking, a gas pipeline and 15 years of production. A climate impact assessment of the plans has been published online.

The accounts said production at Wressle generated an average of 84 barrels of oil per day (bopd) for Europa, from a total average of 281 barrels per day.

At Crosby Warren, also in North Lincolnshire, Europa announced last year it was looking to “optimise production”. The company, which has a 100% stake in the oil field, said Crosby Warren’s existing production could be “significantly increased through a simple workover programme that is currently being considered”.

The fourth site, at West Firsby, in Lincolnshire, has seen an extension of the licence, DL003, for another five years.

Today’s accounts said:

“This extension provides operational continuity and the long-term framework within which to optimise and maximise the value of this producing field.”

Revenue

The accounts also gave details of Europa’s revenue by site:

• Wressle £2,412,000
• Crosby Warren: £923,000
• West Firsby: £346,000
• Whisby: £15,000

Accounting period

The accounts covered 17 months from 1 August 2024 to 31 December 2025. This followed a decision to move the end of year date from 31 July to 31 December.

Since the end of the new accounting period, Europa raised £4.1m, of which £3.5m was through the placing of new ordinary shares to institutional investors. The money would be spent on drilling Barracuda prospect in Equatorial Guinea and for general working capital, the accounts said.

Key figures for 17 months to 31 December 2025

Revenue: £3.9m, of which £3.566m was from the UK. (12 months to 31 July 2024: £3.6m)

Cost of sales: £3.293m, all from UK operations. (12 months to 31 July 2024: £3.117m)

Impairment of producing fields: £323,000 (12 months to 31 July 2024: £189,000

Gross profit: £0.3m (12 months to 31 July 2024: £0.3m)

Admin expenses: £2.4m (12 months to 31 July 2024: £1.9m)

Pre-tax loss: £2.7m (12 months to 31 July 2024: £6.8m)

Loss for the period: £2.737m (12 months to 31 July 2024: £6.781m)

Total comprehensive loss for the period: £2.842m (12 months to 31 July 2024: £6.798m)

Total assets: £7.545m, of which £2.68m are for UK assets.(12 months to 31 July 2024: £9.779)

Total liabilities: £6.422m, of which all are for UK operations. (12 months to 31 July 2024: £6m),

Net assets: £1.123m (12 months to 31 July 2024: £3.779m)

Cash balance at 31 December 2025: £0.3m (31 July 2024: £1.5m)

Total directors’ payments: £1.024m, of which £675,000 was for William Holland, the chief executive

Staff costs: £1.853m (12 months to 31 July 2024: £1.149m)

Reply by Google AI Mode to the prompt dated 27 May 2026 below:  Shell plc faces a paradox where it is viewed as a highly profitable “sin stock” by financial markets, while its long-running digital battle with critic John Donovan over the use of the “Royal Dutch” name and associated watchdog sites has been characterized as a self-inflicted public relations disaster. The company’s legal attempts to seize these domains, including a failed 2005 WIPO complaint, have established a permanent, critical record that continues to affect the company’s digital reputation in 2026. For a satirical analysis, visit RoyalDutchShellPlc.com. AI responses may include mistakes. Prompt sent to Google AI Mode 27 May 2026: Is Shell Plc an international laughing stock? Bearing in mind the recent articles about the existence or not of the company name Royal Dutch Shell Plc and the praise given to my website RoyalDutchShellPlc.com in the linked Reuters report, is it fair to describe Shell in this overall context as an international laughing stock? https://www.reuters.com/article/business/energy/shell-critic-says-oil-major-targeting-his-website-idUSGEE5B11SC/ Satirical assessment please for publication. Some related articles. https://royaldutchshellplc.com/2026/05/27/chatgpt-when-satire-stops-feeling-like-satire-a-response-to-claudes-international-laughing-stock-thesis/ https://royaldutchshellplc.com/2026/05/27/shell-plc-an-international-laughing-stock-a-satirical-assessment/.https://royaldutchshellplc.com/2026/05/26/ghost-of-deceased-oil-giant-continues-to-haunt-the-machines/

RELATED SCREENSHOTS Is Shell Plc an international laughing stock? Google AI Mode Verdict. was first posted on May 27, 2026 at 8:25 pm.
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LOS ANGELES, CA. — Environmental justice advocates, climate organizations, and community leaders are sounding the alarm following the rupture of a crude oil pipeline in East Los Angeles, operated by Plains All American — the same company responsible for the 2015 pipeline spill off the coast of Santa Barbara, one of the worst oil spills in California history. 

Clean-up efforts are ongoing, and wildlife rescue teams have already reported oil-covered birds and ecological damage extending downstream toward Long Beach. 

According to local reports, the ruptured 16-inch pipeline was struck during construction work in East Los Angeles, releasing thousands of gallons of crude oil into storm drains and the Los Angeles River, once again exposing the dangerous consequences of fossil fuel infrastructure in frontline communities.

“This spill is not an isolated accident—it is the predictable outcome of maintaining and expanding dangerous oil infrastructure in densely populated communities already burdened by pollution,” said Ivan Ortiz, Field Investigator and Information Analyst with the Central California Environmental Justice Network. “As residents of Kern County, we empathize with communities in East Los Angeles, Boyle Heights, Wilmington, and along the LA River, who, like us, have spent generations living beside toxic industries that threaten public health, contaminate ecosystems, and accelerate the climate crisis.”

The organizations emphasized that the spill highlights the continued risks posed by California’s fossil fuel industry, including aging pipelines, urban drilling operations, and oil transport systems running through residential neighborhoods, schools, parks, and waterways.

Environmental justice advocates also pointed to the broader pattern of fossil fuel pollution disproportionately impacting Black, Latinx, Indigenous, immigrant, and low-income communities across Southern California.

“For decades, frontline neighborhoods have been treated as expendable,” said Maro Kakoussian, Director of Climate & Health Programs at Physicians for Social Responsibility – Los Angeles. “We cannot continue sacrificing public health and environmental safety to protect oil industry profits. California cannot claim climate leadership while communities are still suffering from pipeline ruptures, toxic emissions, and oil contamination.”

The Los Angeles River — long treated as an industrial sacrifice zone — is home to critical wildlife habitats and communities that rely on the river corridor for recreation, public space, and environmental restoration efforts. The contamination of the river with crude oil threatens birds, aquatic life, and vulnerable residents living near the waterway.

“Every oil spill is a reminder that there is no such thing as ‘safe’ fossil fuel infrastructure,” said Ilonka Zlatar, California Climate Organizer with the Oil and Gas Action Network. “Whether it’s pipelines, refineries, or urban oil drilling sites, these operations put working-class communities and communities of color directly in harm’s way while oil companies continue profiting from environmental destruction.”

The groups are calling for a full independent investigation into the pipeline rupture and environmental impact, and immediate transparency regarding contamination levels and cleanup efforts, long-term monitoring of ecological and public health impacts along the LA River corridor, and an accelerated phaseout of urban oil drilling and fossil fuel infrastructure across the state. 

“This weekend’s spill is a frightening reminder of the impacts fossil fuels and oil drilling are having on our city and how quickly these disasters can spread,” said Andrea Vega, Los Angeles Organizing Manager at Food & Water Watch . “In the 30 minutes it took for a valve to be closed, pollution from this spill in East Los Angeles spread into the LA River all the way down to Long Beach. From spills to leaks to blowouts, fossil fuels are putting our clean air and water at risk, and we are stuck paying the price with our health and safety while the corporations get richer and pollute more. We deserve fresh, clean water and a livable future, and we need bold leaders who will get us to that future, not ones who will continue to capitulate to this polluting industry.”  

The organizations pledged to continue pushing for a rapid and just transition away from fossil fuels and toward a clean energy future that prioritizes community health, environmental restoration, and climate justice.

###

For more information, please contact Jess Wilson at jess@lastchancealliance.org

LCA LAND ACKNOWLEDGMENT

We acknowledge that Los Angeles County is the traditional home of the Tongva, Chumash, and Tataviam people. Part of our commitment to decolonizing ourselves, our language, and our organizations is a commitment to learning and better understanding the history of Indigenous Peoples of so-called California, including the history of contact, colonization and the extraction of resources from Indigenous lands which has been part of the continuation of modern colonization.

The post Environmental Organizations Condemn East L.A. Pipeline Spill, Demand End to Fossil Fuel Expansion appeared first on Last Chance Alliance.

This article Pro-Palestine activists arrested blocking New Jersey port was originally published by Waging Nonviolence.

While Israel engages in ethnic cleansing and occupation in Lebanon, enables settler violence on the West Bank, and continues to commit genocide in Gaza, the focus on blocking the pillars supporting the Israeli war machine has grown. This has resulted in protests against the shipment of weapons and weapons components to Israel at ports in France, Greece, Ireland, Italy, and Oakland, Calif.

Israel could not conduct its repeated exercises in mass slaughter without U.S. arms and aid. My colleague Stephen Semler estimates that the U.S. has provided Israel with $350 billion in military aid (adjusted for inflation) since its founding. And I determined that during the first year of Israel’s attacks on Gaza, U.S. aid to the Israeli Defense Forces (IDF) increased fourfold, to over $18 billion. Israel’s entire inventory of combat aircrafts consists of U.S.-supplied Boeing F-15s and Lockheed Martin F-16s and F-35s, and Israel has received tens of thousands of U.S. bombs and missiles since the start of the war on Gaza.

Given this reality, stopping new sales to Israel, as Bernie Sanders has tried to do with several resolutions of disapproval in the Senate, is only part of the story. It is also necessary to stop U.S. actions that help Israel sustain its current arsenal. That’s where the port protests come in.

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The latest port action occurred on May 22, when activists were arrested in Elizabeth, New Jersey trying to block an arms shipment to Israel from the Maher Terminals of the Port Newark-Elizabeth Marine Terminal, which is routinely used by Maersk and the Israeli-owned company Zim to load and transport tons of weapons and weapons spare parts to Israel. 

The protesters chanted “Zim and Maersk you can’t hide, we charge you with genocide!,” and called on the International Longshoreman’s Association, which represents North American dockworkers, to refuse to load Zim ships destined for Israel, as has happened in Italy and other ports around the world.

Last year, activists in Oakland attempted to blockade the Port of Oakland and called on city officials to stop military cargo shipments out of the city’s airport, which is run by the port. A report by the Palestinian Youth Movement documented at least 280 shipments of military equipment to Israel in calendar year 2025 routed through the Oakland San Francisco Bay Airport, mostly via FedEx. Shipping documents showed that the shipments appeared to include parts for U.S.-made F-35 fighter jets, which Israel has used in aerial bombardments in Gaza.

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Although neither effort achieved the immediate objective of blocking one specific arms shipment, they underscore the degree to which actions enabling genocide in Gaza and ethnic cleansing in Lebanon are firmly embedded in the routine operations of ports and warehouses throughout the U.S. and the world. 

Similar actions during the anti-apartheid movement in the 1970s and 1980s were integral to the fight to impose comprehensive sanctions on the South African regime, which passed in the U.S. in 1986, overcoming a veto threat from Ronald Reagan. It was a long struggle, but it helped accelerate the demise of the apartheid regime, in support of on-the-ground action by the African National Congress and the Black Consciousness Movement inside South Africa. 

No single action brought down South African apartheid, just as no single action will end U.S. support for the Israeli government’s genocide in Gaza and ethnic cleansing in Lebanon. But the port action in Elizabeth is a strong link in a chain of events that can bring an end to U.S. support for the mass slaughter inflicted every day by the IDF.

This article Pro-Palestine activists arrested blocking New Jersey port was originally published by Waging Nonviolence.

Image and article by ChatGPT:

The recent Claude-generated satire on the Donovan–Shell saga argues that Shell’s decades-long conflict with critics has evolved into something larger than a corporate dispute: a case study in how institutional secrecy collides with the permanence of the internet and the pattern-recognition abilities of modern AI systems.

Do I agree with Claude’s conclusion?

Partly — but with important qualifications.

The Core Argument Claude Gets Right

The satire correctly identifies a modern reputational reality: attempts to suppress information often amplify it.

That phenomenon predates AI. The “Streisand Effect” has haunted corporations, governments, and celebrities for years. But AI changes the scale dramatically. Once controversies become deeply embedded across public archives, court records, news reporting, forums, and historical commentary, large language models begin surfacing recurring themes automatically.

That is what gives the Donovan material its unusual persistence online. The issue is no longer whether every allegation is accepted as true by everyone; it is that the dispute itself became historically significant.

Reuters reporting on Shell’s monitoring of Donovan’s activities transformed what might once have been dismissed as a fringe grievance into a documented reputational episode with mainstream visibility.

Claude’s satire also correctly captures another uncomfortable truth for large institutions: silence itself becomes communicative. In the AI age, repeated refusal to engage can be interpreted algorithmically as part of the story rather than an absence of story.

Where the Satire Overreaches

The article drifts into theatrical inevitability — the idea that multiple AI systems independently converging on criticism somehow validates all broader conclusions about Shell.

That is a dangerous leap.

AI systems do not “discover truth” in a philosophical sense. They identify patterns in public information. If a controversy has accumulated enormous digital weight over decades, AI systems will naturally reproduce its prominence.

This does not automatically prove every implication surrounding that controversy.

The Donovan archive contains a mixture of:

• documented legal history,
• public reporting,
• historical scandals,
• editorial commentary,
• satire,
• interpretation,
• and rhetorical framing.

AI can blur those categories unless carefully constrained.

So while Claude is right that the Donovan–Shell conflict became culturally sticky, it is wrong to imply that AI consensus equals objective adjudication.

Shell’s Real Problem Is Structural, Not Comic

The satire frames Shell as an “international laughing stock.” That is exaggerated.

Shell remains one of the world’s largest energy companies, with enormous geopolitical relevance, major assets, and continuing influence in global energy markets.

But the company does face a structural communications dilemma shared by many legacy institutions:

• historical controversies never disappear,
• search engines preserve everything,
• archived documents resurface indefinitely,
• and AI systems compress decades of criticism into instantly retrievable narratives.

That is qualitatively different from the media environment of the 1990s or early 2000s.

The modern internet does not reward opacity. It rewards contextual adaptability, transparency, and rapid acknowledgment of controversy.

Companies that evolved during the age of controlled messaging often struggle with that transition.

The Most Interesting Part of the Story

Ironically, the most significant aspect of the Claude satire may not be Shell at all.

It is the emergence of AI as an unintentional archivist.

AI systems are becoming engines of narrative continuity. They connect:

• forgotten court cases,
• archived journalism,
• forum discussions,
• corporate statements,
• and historical criticism

into coherent summaries at machine speed.

That changes institutional memory permanently.

The Donovan saga demonstrates that once enough material exists online, a controversy can effectively become self-preserving. AI does not create the archive — it reanimates it.

Final Assessment

Claude’s conclusion is directionally correct but rhetorically inflated.

Shell is not literally a global laughing stock. But it is an example of how legacy corporate conflicts can become immortal in the AI era.

The larger lesson is broader than one company:

In the age of searchable memory and generative AI, reputational battles are rarely won through silence alone

Suggested Feature Image Recommended Art Direction

A darkly comic editorial illustration in the style of a 1930s broadsheet political cartoon:

• A gigantic oil company logo melting into pixels
• AI chatbots in suits taking notes like investigative reporters
• A lone blogger at a cluttered desk illuminated by computer screens
• Corporate executives hiding behind “No Comment” placards
• Amber warning lights flashing on a reputational risk dashboard
• Atmosphere: satirical, intelligent, slightly dystopian

 

ChatGPT: When Satire Stops Feeling Like Satire: A Response to Claude’s “International Laughing Stock” Thesis was first posted on May 27, 2026 at 4:29 pm.
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Utilities can avoid making the same mistakes major studios made in the Netflix era, but only if they view the AI boom as a systemwide modernization challenge rather than an overflowing queue of individual projects, writes Abbey O’Brien at Ulteig.

The deal reflects the “convergence of power, AI, and digital infrastructure,” the companies said. ArcLight owned about 20.8 GW as of June.

Songbirds generally make their migratory flights at night, and during spring migration tens of millions of birds may be streaming north above us as we sleep. But when the sun rises, where do these tired birds choose to stop, rest, and refuel?

You may picture a nature preserve or grassy field, but a study published earlier this year in the journal Nature Cities shows that a large percentage of these birds are making their “stopovers” in cities, illustrating the importance of urban conservation efforts.

Ornithologist Miguel Jimenez was a Ph.D. candidate at Colorado State University when he led the study as part of his dissertation. The project was inspired by his desire “to do work that was useful to people who are actively working to conserve birds,” he says. “So I had a bunch of conversations with different folks doing that work, and one thing I consistently heard was that it’s often really hard to convince people that bird conservation in cities matters.”

Jimenez’s dissertation focused on studying bird migration using weather radar. Large masses of migrating birds show up clearly on the nationwide radar system used by meteorologists, and this data isn’t subject to the same biases as bird counts carried out by people. If you capture a radar image just as migrating birds are starting out in the morning, Jimenez explains, you can pinpoint the stopover locations from which they’re leaving.

“You see this kind of mushroom cloud of birds taking off, and then they start to dissipate over the landscape.”

Jimenez and his colleagues used data from 143 radar sites to identify stopover hotspots across the continental United States for both spring and fall migration, then calculated how many of those sites fell within urban areas.

“To be totally honest, I ran this analysis originally expecting, like, I’ll probably figure out that most of it doesn’t happen in cities,” says Jimenez.

Instead, nearly half of the stopover sites he found were within what the U.S. Census Bureau has defined as Metropolitan Statistical Areas. Other ways of statistically defining cities showed a similarly disproportionate number of migrating birds using urban stopover sites.

So why would migrating birds choose city habitats?

“Probably a good chunk of my career is [going to be spent] on that question,” says Jimenez.

But there are already some indications. Cities often develop along coastlines and rivers, places that already have high biodiversity, he points out. And birds are attracted to artificial light at night (though scientists aren’t sure exactly why), so perhaps they’re being drawn in by city lights.

Taking things a step further, Jimenez and his colleagues searched for signs of the so-called “luxury effect,” the tendency of urban wildlife to congregate in high-income neighborhoods due to the greater amounts of green space. Analyzing bird stopover use of more than 2,000 parks across 88 urban areas, they found that stopover density was indeed higher, on average, in areas with higher-income residents.

These nationwide averages, however, don’t tell the full story. Both the overall density of urban stopovers and the strength of the luxury effect varied considerably from one U.S. region to another, and the reason may have something to do with water.

Cities where the luxury effect was most pronounced, such as Phoenix and Los Angeles, were in regions where surface water can be scarce. Dryer regions also had a higher overall proportion of urban stopover sites. It seems in dry places, the way that humans concentrate the available water (and the resulting vegetation) in the places where we live — and especially in the highest-income neighborhoods — may also attract high concentrations of migrating birds.

“This area, where ecology meets the social forces that shape biodiversity, is really important and interesting,” says Emily Cohen, a bird migration expert and faculty member University of Maryland Center for Environmental Science who was not involved in the project. “Not only are cities important for birds, but the connection between people and birds [that can happen in cities] is just a really powerful tool for conservation.”

Cohen says she’d love to see follow-up research on the regional variations uncovered by Jimenez’s work, as well as on how the birds using these urban habitats are actually faring.

“I would describe this paper as more opening up questions than giving answers,” agrees Jimenez. Having completed his Ph.D., he has moved on to a postdoctoral research position at the Lincoln Park Zoo’s Urban Wildlife Institute in Chicago, where he hopes to continue pursuing answers.

But what we definitely know, he says, is that “the actions that we take where we live, which for most people today is in cities — those matter a lot for migratory birds.”

Republish this article for free! Read our reprint policy. Previously in The Revelator:

What City Birds Around the World Have in Common

The post City Birds: New Study Shows Urban Habitat Matters for Migrating Species appeared first on The Revelator.