B5. Resilience, Third Nature, and Transition

View the full size guide with clickable links here.

Welcome!

The guide has been compiled with the intention of increasing public access to services that are free or low-cost in the New Orleans area. Most listings are for services located in Orleans & Jefferson parishes, although select state and nationwide services have also been included.

Listed resources were contacted by phone and asked to verify the information listed. Organizations were specifically and intentionally asked about funding options for uninsured patients, the availability of Spanish translation services, and their ability to provide services for transgender and non-binary patients. Available transgender and non-binary services have been incorporated throughout and can also be found in a dedicated section of this guide.

This guide is a 2026 update based on information compiled by staff and volunteers for the REACH NOLA/Common Ground Health Clinic Community Resource Guide from 2006-14, and working directly from the 2025 edition, which sourced information compiled by volunteers at the Center for Ethical Living & Social Justice Renewal, as well as the Transgender and Gender Non-Conforming NOLA Resource Guide produced by Dr. Jennifer Glick and Dr. Robin Ivester.

In response to the world around us this year, we have added a new immigration section and have expanded the food and mental health sections.

This edition has been produced in partnership with Imagine Water Works as a public service by volunteer community members and is available free of charge to all people.

Download a free copy for printing here. This version saves paper and can be folded into a booklet. We encourage people and organizations to print your own copies as needed. Copies should remain unedited. Please do not add logos or remove the front page, credit pages, resource pages, or ISBN#.

If you are an organization and would like to partner with us to print copies of your own with your logo and can share or cover printing costs, email klie@imaginewaterworks.org. We are happy to work with your team to make this information available to all.

HELP US PRINT COPIES: DONATE TO THE NOCRG Acknowledgements:

Many people did the work of making this edition of the resource guide possible!

Thanks to the entire Imagine Water Works team for partnering on this project and hosting our volunteers so hospitably, to Antigravity and Imagine Water Works for digital distro, and to many New Orleanians committed to community care and harm reduction, including but not limited to: Klie Kliebert, Carly Ry, Sana Fujimora, Ben Collongues, Virginia Gregory, Elizabeth Gelvin, Sarah Watson, Angelique Thomas, everyone who came out to our volunteer call-a-thons, and even more lovely folks who wish to remain anonymous, and probably you.

Finally, love and appreciation to Harriet Burbeck for the cover art. Beauty matters!

Contact us with questions, additions, requests, and offers to volunteer or collaborate:
Coleen Murphy, coordinating organizer, at NOLAresourceguide@gmail.com

The post New Orleans Community Resource Guide 2026 appeared first on Imagine Water Works.

Nate poses questions about our shared future, using headlines regarding a potential ceasefire deal between the U.S. and Iran to confront a subject that has re-entered public discourse with a quiet but startling force: nuclear warfare.

War has become a fever that world leaders cannot seem to break. As militarism spreads, its costs extend far beyond the battlefield, accelerating climate change while consuming the resources needed to confront it.

As concern over falling birth rates spreads across the political spectrum, pronatalist ideas are finding new audiences. But protecting reproductive freedom and respecting planetary limits require rejecting the politics of population growth.

While the U.S. celebrates its 250th anniversary, political attention is drifting away from climate change just as warming accelerates and Earth's life-support systems approach collapse. From disappearing federal climate data to record-breaking heat, denial is giving way to something more dangerous: collective delusion.

Industrial agriculture relies on more than tractors and diesel. From synthetic fertilizers to depleted soils, the modern food system is deeply tied to fossil fuels, leaving farmers, ecosystems and food security increasingly vulnerable. Amid the polycrisis, we must rebuild food systems by valuing the natural world and supporting human communities.

A new proposal would shrink the public’s right to comment on the rulebooks that govern grazing, logging, and permits across the national forests. Comment now.

Under Gustavo Petro, Colombia became a leading voice for phasing out fossil fuels. Now, his ally has lost to hard-right Trump favourite Abelardo de la Espriella, who backs more oil and “fracking to the max”. What could the shift mean for Colombia’s climate leadership?

From “natural resources” to "natural disaster" and “sustainability,” the language used in environmental and development discourse doesn’t just describe the world, it shapes what is seen and prioritized.

From Indigenous-led governance to worker-owned cooperatives, scattered experiments may offer a blueprint for a pathway out of our global predicament.

Oklahoma restricts oil field wastewater injection within a half-mile of public water wells to protect against pollution. Regulators have let companies do it anyway. Officials are taking on the oil industry by calling for additional protections against oil field wastewater injection.

Trying to kill algae with chemicals is a common response when community ponds or other water features go green. But there are better solutions that cost far less, last longer and carry less risk of harm to pets and wildlife. Rather than battling against nature, these alternatives work with nature for long-term solutions.

07-02 * 13:00 - SE TG Meeting (Bea)

What if there were an educational program that could ignite a sense of wonder in middle school students, bring science to life in unforgettable ways, and nurture a stewardship ethic? That is precisely what the Sturgeon in the Classroom program is doing. It is transforming curiosity into connection, and connection into care for the natural […]

Having humans nearby is a double-edged sword for rare, charismatic species.

On the one hand, humans are often the biggest threat, either indirectly by destroying habitat, or directly through poaching and wildlife trafficking. On the other side, the regular presence of people such as tourists and police can be the best defense against the depredations of other humans.

The gorillas of Cameroon’s Dipikar Island encapsulate both sides of this story. For years, poaching depleted their numbers, leaving the animals skittish and unwelcoming when humans approached. But new research shows that even gorillas battered by these human incursions can learn to accept well-behaved people, and the protection that comes with them.

The new work, published earlier this year in the African Journal of Ecology, shows that “gorillas have the capacity to distinguish between threatening people, such as poachers, and non-threatening people, such as researchers and tourists,” says lead author France Anougue, a Ph.D. student at Concordia University in Montreal. Without the daily presence of such people “these populations will become exposed to harm very quickly.”

That doesn’t mean such tolerance came quickly or easily. Scientists working in other parts of Africa have found that gorillas can become accustomed to having people nearby in as little as 28 months. But that research happened in protected areas with populations that hadn’t endured intensive poaching. When scientists in Cameroon began their work with a group of 12 gorillas, it wasn’t clear the animals there would be so accepting.

The change took years. From 2011 to 2014, researchers backed by the conservation group the World Wildlife Fund, which has promoted gorilla-related tourism, tracked this gorilla band from a distance to understand their movements and habits. The extended gorilla family they followed included a single senior male—a so-called silver back, and depending on the year, 3 or 4 adult females, 1 or 2 subadults, 2 to 3 juveniles and 1 to 3 infants.

 

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Starting in 2015, scientists and local trackers started trying to get closer to the gorillas, and to monitor the animals’ reactions. The people would approach the gorilla group while clacking their tongues or snapping their fingers to draw attention. As soon as the animal’s noticed them, the people would mimic gorilla-eating behavior and acting in a “neutral” way, the scientists wrote.

In the first few years, the gorillas greeted the people with shows of aggression nearly 30% of the time. More than 30% of the time they responded with fearful behavior. They rarely showed curiosity or indifference.

But as the years went by and the research continued, those patterns gradually flipped. By 2022, 7 years after starting, the gorillas rarely showed fear or aggression when people were nearby. Rather, they showed curiosity more than 30% of the time and disinterest roughly the same amount.

“We also observed this tolerance in younger gorillas, suggesting that behaviour is learned from other members of the group,” says Anougue. “Gaining their trust was not easy.”

These increased encounters with benign humans, paired with stepped-up poaching patrols, were also accompanied by a decline in poaching activity. Signs of poaching such as gunshots, bullet casings and campsites fell roughly by half between 2015 and 2022. Still, it’s not clear to what degree this decline in poaching was the result of the researchers’ presence or the related increase in poaching patrols and local awareness of the conservation work.

For Anougue, the results show the behavioral resilience of gorillas, which can overcome past traumas and learn to tolerate nearby people. That, in turn, could help better both their chances of survival and the economic fortunes of nearby humans. “This research shows that protecting gorillas promotes biodiversity,” she said, “and local communities benefit from the economic spinoffs of increased ecotourism.”

Anougue, et. al. “Habituation as an Effective Conservation Tool for Western Gorillas in Areas With a History of Poaching.” African Journal of Ecology. April 28, 2026.

Photo: USAID Biodiversity & Forestry via Wikimedia

• Transit agencies usually hedge against rising fuel costs by keeping a year’s supply of diesel fuel on hand, so they’re not as affected by price variations as airlines. On the other hand, they also can’t raise prices at the drop of a hat. (Smart Cities Dive)
• Because 70 percent of freight is shipped by truck, high diesel costs affect almost every consumer. (Penn Today)
• Truckers don’t want to make last-mile deliveries, which is why they see New York City’s microhub program as a success. (Trucking Info)
• GM is getting into the business of building batteries for data centers. (Tech Crunch)
• After the new Bellevue line opened, Seattle now has the busiest light rail system in the country. (Secret Seattle)
• Houston created a Green Corridor to help soccer fans walk or bike around the city during the World Cup, and many people are hoping the changes stick. (Houston Public Media)
• A new Colorado law requires automakers to recycle electric vehicle batteries. (The Drive)
• Amtrak’s Borealis line between Chicago and St. Paul has drawn more than 400,000 passengers since it launched two years ago. (Minnesota Public Radio)
• Jarrett Walker drew a new bus route map for Des Moines that improves headways in the densest areas. (Human Transit)
• A safe streets advocate argues that Hawaii bikeshare Biki deserves more funding. (Civil Beat)
• Wyoming transit agencies are seeing massive cuts to their federal funding. (Buffalo Bulletin)
• The Hop is shifting to its “festival line” route for the summer. (Urban Milwaukee)
• Aspen is starting a fare-free transit pilot program. (Passenger Transport)
• An epic handshake is happening between unlikely partners in developers, transit advocates and environmentalists over a North Carolina bill banning parking minimums. (WHQR)
• Meet the guys responsible for painting the L.A. Metro. (The Source)
  
  

The autonomous vehicle industry drove onto the scene with resources no transportation industry had ever enjoyed before: billions in capital, the most-sophisticated engineering talent in the world, genuine public excitement, and a regulatory environment that laid down smooth asphalt. For a window of time, the dream of redesigning public transportation from the ground up was genuinely within reach.

But, for the most part, the industry has used it to build a better taxi.

Most public scrutiny around autonomous vehicles has centered on whether the technology works and its various mishaps and misdeeds. Did a Waymo just run a red light? Did Tesla Autopilot cause a crash? Are regulators keeping pace with what’s happening on the roads? This focus misses the larger problem. Technically, the vehicles work well enough, helping to prevent crashes and save lives.

Practically, what has emerged is an industry trend that prioritizes hype instead of mobility equity.

Robotaxis remain operational in narrow geofenced corridors across a handful of major cities, serving riders who already have multiple ways to get around, not to mention Ubers, Lyfts, yellow cabs, etc. Yet 45 percent of the U.S. population has little to no access to adequate public transportation, a figure that has barely moved despite years of industry expansion and billions in cumulative investment. Rather than closing that gap, the AV industry has driven away from it.

The problem runs deeper than simple oversight or neglect. Autonomous vehicles actually exacerbate the problem as robotaxis generate “deadhead” miles at scale, with empty vehicles circling between rides and adding congestion to urban streets without moving a single additional person anywhere. In 2025, deadhead miles accounted for nearly half of Waymo’s total travel in San Francisco, according to California’s Public Utilities Commission. They didn’t contribute new mobility options to the city, only additional traffic competing with transit infrastructure already struggling to function.

Meanwhile, the communities most in need of new mobility options are watching their existing ones disappear. Transit agencies across the country are cutting routes and reducing service hours, not because demand has fallen, but because running low-density corridors, early-morning services, and last-mile connections to transit hubs simply costs too much to justify on current budgets. Routes on low-density corridors are always the first to go when finances tighten, and they are the ones that people with the fewest alternatives depend on most. Nevertheless, the AV industry, flush with capital and engineering capacity, has treated this as someone else’s problem.

Yet, this is precisely where autonomous vehicle economics should change the outcome. The financial case for cutting a transit route rests most heavily on staffing costs. Transportation providers continue to report a persistent bus driver shortage, with one in four transit workers worldwide expected to retire by 2035. Many systems are already operating at a fraction of their required driver capacity, forcing route cuts even where ridership demand exists. At the same time, drivers are expensive, and overnight shifts on low-ridership corridors produce unit economics that no transit agency can defend when facing a budget shortfall. Remove the staffing cost, and the calculus shifts substantially. Without drivers to pay or depots to man in the early hours of the day, a bus running at 5 a.m. on a sparse suburban corridor stops being a financial liability and becomes a service an agency can afford to sustain. Routes that transit operators couldn’t justify keeping become routes they can afford to launch.

The evidence that this works is already accumulating. Driverless shuttles are being deployed along Atlanta’s BeltLine, connecting MARTA rail stations, university campuses, and the Lee and White district on fixed short routes designed specifically to close first-and-last-mile gaps that have long frustrated commuters. In Europe, an EU-backed initiative has launched autonomous transit trials in Oslo and Geneva, focused on integrating demand-responsive driverless vehicles directly into existing public transport networks. What remains unresolved is whether the broader industry will drive down the road where the evidence already leads.

The next phase of AV deployment is being negotiated now, in conversations among technology companies, regulators, and transit authorities, assessing whether this technology has anything practical to offer their networks. Transit operators are resource-constrained and not inclined toward optimism. They need a concrete and near-term return-on-investment case, not a promise of transformation. Years of industry effort have gone into building that case for premium riders in high-density ZIP codes. Building it for the agencies that serve everyone else has barely begun.

Cities that move more people more efficiently generate more economic output and more equitable access to healthcare, education, and employment opportunities. A robotaxi serving upscale passengers in a handful of city blocks will not change those numbers at any meaningful scale. Autonomous vehicle technology is already built for public transit and already operating on public roads. The driver may have left the vehicle, but the industry still has to decide what purpose that vehicle will serve.

Urban planners can now pinpoint exactly where in a city increased housing density will make the biggest difference on shortening car commutes. That’s the promise of a new study in which researchers used urban big data and AI to hone densification strategies for six cities around the world.

It’s pretty well established that the best way to get city dwellers to drive less is to change characteristics of the built environment such as city shape, size, and density, rather than simply hectoring them to reduce their carbon emissions. But past studies have been unable to establish causal relationships between specific aspects of urban form and car travel. They also miss the smaller picture—neighborhood-level differences—and the bigger one—how these patterns differ across various regions of the world.

The new study puts all these pieces together for the first time, the researchers say.  They gathered 10 million data points on morning car commute distances from six metropolises worldwide: Berlin, Boston, Los Angeles, the San Francisco Bay Area, Rio de Janeiro, and Bogotá.

Using a machine learning algorithm, the researchers analyzed how different aspects of urban form —the distance to jobs and the city center, population density, income, and the pattern and interconnectedness of streets—influence the length of car commutes in different neighborhoods in each city.

Because all of the data points are from people traveling to work by car, the study can’t say anything about what makes people abandon their cars entirely and commute to work by bike, on foot, or via public transit. But it does provide hints about how to reduce the length of trips that are made by car.

 

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Across cities, the distance to jobs and the city center matters more than population density or street connectivity in determining the length of car commutes. But where and how strongly these effects occur varies from city to city, revealing new urban planning strategies. What’s more, metropolises themselves aren’t monoliths: some policies are helpful in particular parts of a city, but not city-wide.

“The importance of high access implies that new housing should be located as close to the center as possible, highlighting the relevance of compact development,” the researchers write. “While this strategy is relevant for all cities, it requires context-specific adaptation.”

In urban regions with a single, defined core such as Berlin and Boston, the best place to increase housing density is in a ring around the center where there’s room for infill development but the city center is still easily accessible. In the case of Boston, for example, this zone occurs about 10-21 kilometers from the city center.

Meanwhile, in cities with multiple centers like Los Angeles and the San Francisco Bay Area, the best strategy is to build more housing in areas with high concentration of jobs.

In each city, the researchers identified specific areas where lack of density is a bigger factor than distance to the center in increasing car commutes. Those are the places where strategic densification will make the biggest difference, the researchers argue.

Using a similar methodology to analyze other modes of transport and trips throughout the day, not just during the morning commute, would build a fuller picture of opportunities to reduce carbon emissions from urban transport, the researchers say.

Source: Wagner F. et al. “Refining urban typologies: causal insights into urban form, car commuting, and related CO2 emissions.” Environmental Research Letters 2026.

Image: Getty Images for Unsplash+.

• The U.S. Department of Transportation announced that it will no longer enforce a provision of the 1964 Civil Rights Act prohibiting racial discrimination in federal funding. (KQED)
• President Trump loves to tear up bike lanes in Washington, D.C. because they supposedly inconvenience drivers, but he’s perfectly fine with snarling traffic for months to build a monument to himself. (Politico)
• Transit projects should be treated like any other type of infrastructure. (Next Metro)
• The cost for the Minneapolis Blue Line rose again to $3.6 billion as it nears completion. (KSTP)
• Denver could be facing a 20 percent transit budget cut. (Denver Post; paywall)
• It’s bad enough that Houston forces cyclists and pedestrians to use tunnels, but lately those tunnels have gotten flooded. (ABC 13)
• The St. Louis Metro is deploying a new integrated fare and gate system to improve fare recovery and make riders feel safer. (Metro Magazine)
• Washington state passed a law distinguishing between e-bikes and motorcycles (Government Technology) as many other cities and states struggle to do the same.
• The Urbanist says Seattle should be spending its bike-lane money faster.
• Milwaukee held its first Vision Zero summit. (On Milwaukee)
• San Francisco cyclists are fed up with Waymos blocking bike lanes. (Chronicle; paywall)
• The Trump administration might be cracking down on immigration and talking about annexing Canada, but train travel across the border from Seattle has never been easier. (KOMO)
• Barcelona may make a controversial decision to get rid of its private bikeshares in favor of expanding the public option. (Road.cc)
• Seoooooul Train: The Korean capitol is building six new urban rail lines. (Chosun Biz)

We’re well into the 21st century, but pedestrians in the United States are being killed like it’s still 1982.

According to a new analysis of nationwide traffic deaths, 7,080 pedestrians died on American roads in 2024. That number is 6 percent lower than 2022’s figure, but still a 72-percent increase since 2009, and almost the exact same number of pedestrian deaths as 42 years ago.

This staggering figure, which heralds our country’s years-long devolution in road safety, is part of the annual Dangerous by Design report released last week by the advocates at Smart Growth America and the National Complete Streets Coalition. The report uses the most recent year of federal data available, puts it in five-year windows for context, and crunches the numbers to reveal the metro areas and states with the deadliest roads per capita for pedestrians.

It’s ugly down there. New Mexico was the deadliest state in the country for pedestrians from 2020 through 2024, with a fatality rate of 4.42 pedestrians per 100,000 people.

According to the report, 57 percent of all roadway fatalities in 2024 occurred on state-owned roads, and state DOTs wield significant power in both creating (or blocking) live-saving policies. 

Despite this power, meaningful state-level progress is almost non-existent.

“Of the 20 most-deadly states, 19 showed no signs of improvement or became even more dangerous,” the report notes. “Only five states that improved in the 2024 report have continued to improve and build upon that progress in this report, and only eight states in total have improved since the last report when comparing five-year periods.”

Delaware was the most-improved state, lowering pedestrian fatalities by 0.41 percent over that five-year period, but it still remains the 10th most-deadly state in the country. 

Memphis was the deadliest metro area for pedestrians in the country in that five-year period, with a fatality rate of 5.5 pedestrians per 100,000 people, according to the report. One local news TV segment from earlier this month encapsulated the city’s problem, both with its headline (“More than a dozen Memphis pedestrians hit by cars in just over a week”) and with its anti-pedestrian framing.

“It’s more about being observed, paying attention when you’re crossing the street, not being distracted by cell phone usage or whatever the case may be,” a local sheriff tells the camera, apparently addressing a likely-to-be-struck pedestrian.

Earlier this spring, the Trump administration, citing the slight decline in pedestrian fatalities last year, declared victory: “Under President Trump and Sec. [Sean] Duffy, American roads are safer,” National Highway Traffic Safety Administration Administrator Jonathan Morrison crowed in a press release in April — while ignoring the fact that we have returned to the Reagan era when it comes to killing pedestrians with vehicles.

Advocates want real and sustained safety improvements, not press releases.

“Our leaders are celebrating small improvements from historic deaths as some major victory, while thousands of people continue to be hit and killed while walking every year,” Beth Osborne, president and CEO of Smart Growth America, said in a written response to the NHTSA. “If we were any other country, this would be treated as a national crisis. Instead, our leaders are quick to accept these deaths as a necessary aspect of our transportation system.”

The federal government has a warped perception of traffic fatalities partly because of how NHTSA measures traffic fatalities, which is per 100 million vehicle miles traveled. This odd metric, which is mostly unique to the United States, obscures the epidemic. Deaths remain high, but as Americans drive more, the death rate falls. (Another terrifying statistic: Americans drove 3.279 trillion (!) vehicle-miles in 2024, an increase of 1 percent from the year before).

The rest of the world, including Smart Growth America, measures death rates per capita — and using this metric, the U.S. continues to head in the wrong direction compared to other developed nations. In 2024, we had 11.7 traffic fatalities per 100,000 people, compared to 8.73 in the 34 “peer nations” that managed to achieve over a 10-year span of addressing traffic safety, according to the report. If the U.S. had managed that same level of improvement, the report asserts, more than 63,000 lives would have been saved between 2014 and 2024. 

Pedestrian fatalities continue to disproportionately fall along lines of class and race — American Indian and Alaskan Natives had a fatality rate of 7.9 per 100,000 people, nearly quadruple the overall rate of 2.15, according to the report. Black Americans had a rate of 3.67, Hispanic or Latino Americans were at 1.9, and whites were at 1.6. Low-income Americans are more likely to die in crashes.

Historically, traffic fatalities have decreased in the U.S. following huge pushes in national policy — like mandating seatbelts in new vehicles in 1968, or setting a national speed limit of 55 mph in 1974. But the Trump administration has little appetite for the safety measures that are being adopted in Europe — like forcing all new vehicles to be installed with GPS speed governors, or imposing higher taxes and parking fees on heavier, more dangerous trucks and SUVs. Pedestrian plazas and bike lanes are still somehow controversial, even in places like New York City.

The $1.2-trillion Infrastructure Investment and Jobs Act passed by Congress in 2021 also contained next to nothing to fund the kind of safety-minded, traffic-calming design changes that ultimately force drivers to slow down and pay attention. The authors of the report point out that the bill was supposed to force the US DOT to adopt a “Safe System approach” to new road projects, but that the NHTSA’s own “Safe System” dashboard seems to be, uh, broken. 

Make this safe.

There’s not much evidence to suggest that our federal lawmakers fully grasp the issue. In a letter sent to Senate Republican earlier this month, Massachusetts Sen. Ed Markey put “Make Transportation Safer” near the top of his list of what he and his Democratic colleagues see as priorities for this year’s surface transportation bill.

Markey correctly notes that we are in the midst of a “safety crisis,” and adds that the vehicular death rate in the U.S. is “four times higher than that in Britain or Germany.” But in the same breath, he claims that the IIJA made “important progress” in advancing safety initiatives, and that somehow, “the next surface transportation bill has the potential to move the nation meaningfully closer to zero road deaths.” (Tellingly, Markey’s first request, above safety, to these MAGA-pilled politicals, is “Protect Infrastructure Grants from Political Interference.”)

A spokesperson for the NHTSA has not responded to Streetsblog’s request for comment on the report.