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Thousands of genomes reveal the wild wolf genes in most dogs’ DNA

wild wolf genes in most dogs’ DNA: New research analyzing 2,693 dog genomes reveals most modern dogs carry wolf DNA from ancient hybridization. Discover how wolf genes helped dogs survive and what this means for breeds from Chihuahuas to sled dogs.

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wild wolf genes in most dogs’ DNA
Modern wolves and dogs both descend from an ancient wolf population that lived alongside woolly mammoths and cave bears.
Iza Lyson/500px Prime via Getty Images

Thousands of genomes reveal the wild wolf genes in most dogs’ DNA

Audrey T. Lin, Smithsonian Institution and Logan Kistler, Smithsonian Institution

Dogs were the first of any species that people domesticated, and they have been a constant part of human life for millennia. Domesticated species are the plants and animals that have evolved to live alongside humans, providing nearly all of our food and numerous other benefits. Dogs provide protection, hunting assistance, companionship, transportation and even wool for weaving blankets.

Dogs evolved from gray wolves, but scientists debate exactly where, when and how many times dogs were domesticated. Ancient DNA evidence suggests that domestication happened twice, in eastern and western Eurasia, before the groups eventually mixed. That blended population was the ancestor of all dogs living today.

Molecular clock analysis of the DNA from hundreds of modern and ancient dogs suggests they were domesticated between around 20,000 and 22,000 years ago, when large ice sheets covered much of Eurasia and North America. The first dog identified in the archaeological record is a 14,000-year-old pup found in Bonn-Oberkassel, Germany, but it can be difficult to tell based on bones whether an animal was an early domestic dog or a wild wolf.

Despite the shared history of dogs and wolves, scientists have long thought these two species rarely mated and gave birth to hybrid offspring. As an evolutionary biologist and a molecular anthropologist who study domestic plants and animals, we wanted to take a new look at whether dog-wolf hybridization has really been all that uncommon.

Little interbreeding in the wild

Dogs are not exactly descended from modern wolves. Rather, dogs and wolves living today both derive from a shared ancient wolf population that lived alongside woolly mammoths and cave bears.

In most domesticated species, there are often clear, documented patterns of gene flow between the animals that live alongside humans and their wild counterparts. Where wild and domesticated animals’ habitats overlap, they can breed with each other to produce hybrid offspring. In these cases, the genes from wild animals are folded into the genetic variation of the domesticated population.

For example, pigs were domesticated in the Near East over 10,000 years ago. But when early farmers brought them to Europe, they hybridized so frequently with local wild boar that almost all of their Near Eastern DNA was replaced. Similar patterns can be seen in the endangered wild Anatolian and Cypriot mouflon that researchers have found to have high proportions of domestic sheep DNA in their genomes. It’s more common than not to find evidence of wild and domesticated animals interbreeding through time and sharing genetic material.

That wolves and dogs wouldn’t show that typical pattern is surprising, since they live in overlapping ranges and can freely interbreed.

Dog and wolf behavior are completely different, though, with wolves generally organized around a family pack structure and dogs reliant on humans. When hybridization does occur, it tends to be when human activities – such as habitat encroachment and hunting – disrupt pack dynamics, leading female wolves to strike out on their own and breed with male dogs. People intentionally bred a few “wolf dog” hybrid types in the 20th century, but these are considered the exception.

a wolfish looking dog lies on the ground behind a metal fence
Luna Belle, a resident of the Wolf Sanctuary of Pennsylvania, which is home to both wolves and wolf dogs.
Audrey Lin

Tiny but detectable wolf ancestry

To investigate how much gene flow there really has been between dogs and wolves after domestication, we analyzed 2,693 previously published genomes, making use of massive publicly available datasets.

These included 146 ancient dogs and wolves covering about 100,000 years. We also looked at 1,872 modern dogs, including golden retrievers, Chihuahuas, malamutes, basenjis and other well-known breeds, plus more unusual breeds from around the world such as the Caucasian ovcharka and Swedish vallhund.

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Finally, we included genomes from about 300 “village dogs.” These are not pets but are free-living animals that are dependent on their close association with human environments.

We traced the evolutionary histories of all of these canids by looking at maternal lineages via their mitochondrial genomes and paternal lineages via their Y chromosomes. We used highly sensitive computational methods to dive into the dogs’ and wolves’ nuclear genomes – that is, the genetic material contained in their cells’ nuclei.

We found the presence of wild wolf genes in most dog genomes and the presence of dog genes in about half of wild wolf genomes. The sign of the wolf was small but it was there, in the form of tiny, almost imperceptible chunks of continuous wolf DNA in dogs’ chromosomes. About two-thirds of breed dogs in our sample had wolf genes from crossbreeding that took place roughly 800 generations ago, on average.

While our results showed that larger, working dogs – such as sled dogs and large guardian dogs that protect livestock – generally have more wolf ancestry, the patterns aren’t universal. Some massive breeds such as the St. Bernard completely lack wolf DNA, but the tiny Chihuahua retains detectable wolf ancestry at 0.2% of its genome. Terriers and scent hounds typically fall at the low end of the spectrum for wolf genes.

a dog curled up on the sidewalk in a town
A street – or free-ranging – dog in Tbilisi, Georgia.
Alexkom000/Wikimedia Commons, CC BY

We were surprised that every single village dog we tested had pieces of wolf DNA in their genomes. Why would this be the case? Village dogs are free-living animals that make up about half the world’s dogs. Their lives can be tough, with short life expectancy and high infant mortality. Village dogs are also associated with pathogenic diseases, including rabies and canine distemper, making them a public health concern.

More often than predicted by chance, the stretches of wolf DNA we found in village dog genomes contained genes related to olfactory receptors. We imagine that olfactory abilities influenced by wolf genes may have helped these free-living dogs survive in harsh, volatile environments.

The intertwining of dogs and wolves

Because dogs evolved from wolves, all of dogs’ DNA is originally wolf DNA. So when we’re talking about the small pieces of wolf DNA in dog genomes, we’re not referring to that original wolf gene pool that’s been kicking around over the past 20,000 years, but rather evidence for dogs and wolves continuing to interbreed much later in time.

A wolf-dog hybrid with one of each kind of parent would carry 50% dog and 50% wolf DNA. If that hybrid then lived and mated with dogs, its offspring would be 25% wolf, and so on, until we see only small snippets of wolf DNA present.

The situation is similar to one in human genomes: Neanderthals and humans share a common ancestor around half a million years ago. However, Neanderthals and our species, Homo sapiens, also overlapped and interbred in Eurasia as recently as a few thousand generations ago, shortly before Neanderthals disappeared. Scientists can spot the small pieces of Neanderthal DNA in most living humans in the same way we can see wolf genes within most dogs.

two small tan dogs walking on pavement on a double lead leash
Even tiny Chihuahuas contain a little wolf within their doggy DNA.
Westend61 via Getty Images

Our study updates the previously held belief that hybridization between dogs and wolves is rare; interactions between these two species do have visible genetic traces. Hybridization with free-roaming dogs is considered a threat to conservation efforts of endangered wolves, including Iberian, Italian and Himalayan wolves. However, there also is evidence that dog-wolf mixing might confer genetic advantages to wolves as they adapt to environments that are increasingly shaped by humans.

Though dogs evolved as human companions, wolves have served as their genetic lifeline. When dogs encountered evolutionary challenges such as how to survive harsh climates, scavenge for food in the streets or guard livestock, it appears they’ve been able to tap into wolf ancestry as part of their evolutionary survival kit.The Conversation

Audrey T. Lin, Research Associate in Anthropology, Smithsonian Institution and Logan Kistler, Curator of Archaeobotany and Archaeogenomics, National Museum of Natural History, Smithsonian Institution

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Joby Aviation and Toyota kick off manufacturing alliance to scale electric air taxi production

Joby Aviation and Toyota launch a joint venture to improve productivity, quality, and cost as they prepare to scale electric air taxi production.

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Joby Aviation and Toyota Motor Corporation have launched the initial phase of a strategic manufacturing alliance aimed at accelerating commercial production of electric air taxis—an early step the companies say is designed to make “air mobility for all” a practical, everyday reality.

Announced June 30, 2026, the partnership formalizes a new joint venture that will combine Joby’s electric aviation development with Toyota’s production systems and operational expertise. The near-term focus: building the groundwork for commercial production while pushing improvements in productivity, quality, and cost—key factors as the industry moves from prototypes to scaled manufacturing.

Joby Aviation and Toyota launch a joint venture to improve productivity, quality, and cost as they prepare to scale electric air taxi production.
Joby Aviation and Toyota Motor Corporation Launch Initial Phase of a Strategic Manufacturing Alliance to Realize Air Mobility for All

What the joint venture is designed to do

According to the companies, the alliance will initially concentrate on:

  • Establishing the foundation for commercial production capability
  • Advancing manufacturing excellence with an emphasis on productivity, quality, and cost
  • Supporting expansion of Joby’s production capacity as it works toward aircraft certification and prepares for anticipated demand

The announcement positions Toyota’s manufacturing playbook—known globally for lean production and continuous improvement—as a lever to help Joby move from development into repeatable, high-quality output at scale.

Why it matters: eVTOLs need scale, not just flight tests

Electric vertical take-off and landing (eVTOL) aircraft have become one of the most closely watched bets in next-generation transportation, but the path to viable air taxi services depends on more than successful test flights. Certification timelines, supply chain readiness, and the ability to produce aircraft consistently (and affordably) are often what separates promising technology from commercial reality.

By forming a joint venture focused on manufacturing readiness, Joby and Toyota are signaling that the next competitive frontier is industrialization—how quickly and reliably eVTOL aircraft can be built to meet safety standards and market demand.

Related Links for Further reading

  1. Joby Aviation (official): https://www.jobyaviation.com
  2. Joby Investor Relations / News (official updates & filings): https://ir.jobyaviation.com
  3. Toyota Newsroom (official): https://www.toyotanewsroom.com
  4. Toyota Global (corporate overview): https://global.toyota/en
  5. FAA Advanced Air Mobility / Air Taxis (context): https://www.faa.gov/air-taxis

What executives are saying

Joby founder and CEO JoeBen Bevirt emphasized the long-running relationship between the companies, calling the joint venture a reflection of shared confidence in the opportunity ahead.

“Toyota has been by Joby’s side for nearly a decade, providing invaluable guidance and support as we built the foundation for manufacturing our aircraft,” Bevirt said. “Together, we share a vision of making aerial mobility an everyday reality.”

Toyota Motor Corporation Chairman Akio Toyoda framed air mobility as an extension of the company’s broader mission.

“Since our founding, we’ve been guided by the philosophy of providing mobility for all,” Toyoda said, adding that Toyota views air mobility as “a natural extension of that philosophy—from the ground into the sky.”

About the companies

Joby Aviation (NYSE: JOBY) is a California-based transportation company developing an all-electric eVTOL air taxi. The company intends to operate its own air taxi service in cities worldwide and sell aircraft to other operators and partners.

Toyota (NYSE: TM) has operated in North America for nearly 70 years and says it is focused on sustainable, next-generation mobility through Toyota and Lexus brands. Toyota reports nearly 64,000 employees in North America, 14 manufacturing plants, and more than 1,800 dealerships. The company also noted that its North Carolina plant began assembling automotive batteries for electrified vehicles in 2025.

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What to watch for next

For readers tracking the air taxi sector, the next milestones will likely center on:

  • Details on how the joint venture will be structured operationally
  • Updates on Joby’s certification progress and production ramp timelines
  • Signs of how manufacturing improvements translate into cost reductions and throughput
  • Additional agreements or expanded collaboration as the alliance progresses

While the companies highlighted expected benefits, they also noted the usual forward-looking risks—such as regulatory certification timelines, market conditions, and the ability to finalize additional agreements.

Source: Toyota Motor North America / PRNewswire (June 30, 2026)

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From Hand Signals to Smart Crosswalks: The Evolution of the Modern Pedestrian Signal

Discover the history of the modern pedestrian signal, from Garrett A. Morgan’s groundbreaking traffic signal to today’s smart, accessible crosswalks.

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Last Updated on July 12, 2026 by Daily News Staff

The Evolution of the Modern Pedestrian Signal

Every day, millions of people rely on pedestrian signals to cross busy street safely. A glowing white walking figure, an orange-red hand, and a countdown timer have become familiar sights around the world. While these signals may seem like simple pieces of infrastructure, they are the result of more than a century of innovation, engineering, and public safety improvements.

The modern pedestrian signal did not appear overnight. Instead, it evolved through the contributions of inventors, engineers, city planners, and transportation officials who continually refined traffic control systems as cities grew and automobiles became more common.

The Early Days of Traffic Control

Before electric traffic signals, intersections were controlled by police officers, railway-style semaphores, or even hand signals. As horse-drawn wagons gave way to automobiles in the early 1900s, traffic congestion and accidents increased dramatically, creating an urgent need for better traffic management.

One of the earliest electric traffic lights was installed in Cleveland, Ohio, in 1914. It used red and green lights and was manually operated. While it improved vehicle movement, pedestrians still had to judge for themselves when it was safe to cross.

How the Modern Pedestrian Signal Changed the Way We Cross Streets

Garrett A. Morgan’s Breakthrough

One of the most important milestones came in 1923 when inventor and entrepreneur Garrett Augustus Morgan received U.S. Patent No. 1,475,024 for an improved traffic signal.

Morgan’s design introduced a third position in addition to “Stop” and “Go.” This intermediate phase temporarily stopped traffic in every direction before allowing vehicles to proceed. The brief pause reduced confusion at intersections and provided additional time for pedestrians to cross safely.

Morgan reportedly developed his design after witnessing a serious traffic accident. His invention demonstrated how thoughtful engineering could improve public safety while making increasingly busy streets more efficient.

Although Morgan did not invent the illuminated “WALK” and “DON’T WALK” pedestrian signal used today, his three-position signal became a foundational step in the evolution of modern traffic control.

The Birth of Dedicated Pedestrian Signals

As cities expanded after World War II, pedestrian safety became an even greater concern. More people were walking in increasingly crowded downtown districts, and separating pedestrian movements from vehicle traffic became a priority.

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During the early 1950s, several American cities began experimenting with dedicated pedestrian signals. New York City became one of the first major municipalities to install illuminated “WALK” and “DON’T WALK” signs at busy intersections.

These early systems gave pedestrians their own designated crossing phase, reducing conflicts with turning vehicles and improving safety at some of the nation’s busiest intersections.

Standardization Across America

By the 1960s and 1970s, traffic engineers recognized the importance of creating consistent traffic control devices nationwide.

The Manual on Uniform Traffic Control Devices (MUTCD) established national standards for traffic signs, pavement markings, and pedestrian signals. Standardized designs helped ensure that pedestrians could understand crossing signals regardless of where they traveled in the United States.

Eventually, words gave way to internationally recognized symbols—a walking person to indicate it was safe to cross and an upraised hand to indicate pedestrians should wait. These symbols transcended language barriers and improved accessibility for visitors and non-English speakers.

The Countdown Era

One of the most significant modern improvements arrived with pedestrian countdown timers.

Rather than simply flashing a warning, countdown displays show exactly how many seconds remain before the crossing phase ends. Research has shown that countdown timers help pedestrians make better crossing decisions and improve compliance with traffic signals.

Today, countdown timers have become standard equipment at intersections across much of the United States.

Accessibility Takes Center Stage

Modern pedestrian signals are designed to serve everyone.

Accessible Pedestrian Signals (APS) now provide audible tones, spoken messages, vibrating push buttons, and locator sounds that assist pedestrians who are blind or have low vision. These features allow more people to navigate intersections independently and safely.

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The continued development of accessible technology reflects a broader commitment to making transportation systems inclusive for all users.

The Future of Pedestrian Safety

Pedestrian signals continue to evolve.

Many cities now use smart traffic systems that detect pedestrians waiting to cross, automatically adjust signal timing based on traffic conditions, and prioritize people walking during busy periods.

Researchers are exploring artificial intelligence, connected vehicle technology, and sensor-based systems capable of communicating directly with autonomous vehicles. Future pedestrian crossings may adapt in real time to weather conditions, crowd sizes, emergency vehicles, and even the needs of older adults or individuals with disabilities.

A Legacy Built by Many Innovators

The pedestrian signal we know today is the product of more than a century of collaboration and innovation.

Early traffic engineers created the first electric traffic lights. Garrett A. Morgan improved intersection safety with his groundbreaking three-position traffic signal. Transportation agencies standardized traffic control devices, while engineers continued refining pedestrian technology through countdown timers, accessible features, and intelligent traffic systems.

Every safe crossing today reflects the work of countless inventors, planners, researchers, and public officials dedicated to protecting lives.

As cities continue to grow and transportation technology advances, the humble pedestrian signal remains one of the most effective—and often overlooked—public safety innovations ever developed.

At STM Daily News, we celebrate the inventors, engineers, and visionaries whose everyday innovations quietly improve life for millions of people. Sometimes the most important inventions aren’t the ones that grab headlines—they’re the ones we depend on every single day without giving them a second thought.

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🧠 Discover the remarkable innovators, inventors, and trailblazers who helped shape our world but rarely receive the recognition they deserve. Share your thoughts in the comments and subscribe to the STM Daily News newsletter to catch every new Forgotten Genius Friday feature and more inspiring stories delivered to your inbox.

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The Earth

Cement has a climate problem — here’s how geopolymers with add‑ins like cork could help fix it

Portland cement drives ~8% of global emissions. Learn how low-carbon geopolymers—enhanced with add-ins like cork—could cut concrete’s footprint.

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file 20260208 56 zgr72e.jpg?ixlib=rb 4.1
Portland cement, widely used for concrete, is responsible for about 8% of global greenhouse gas emissions. Photovs/iStock/Getty Images Plus

Alcina Johnson Sudagar, Washington University in St. Louis

Concrete is all around you – in the foundation of your home, the bridges you drive over, the sidewalks and buildings of cities. It is often described as the second-most used material by volume on Earth after water.

But the way concrete is made today also makes it a major contributor to climate change.

Portland cement, the key component of concrete, is responsible for about 8% of global greenhouse gas emissions. That’s because it’s made by heating limestone to high temperatures, a process that burns a large amount of fossil fuels for energy and releases carbon dioxide from the limestone in the process.

The good news is that there are alternatives, and they are gaining attention.

Portland cement: A greenhouse gas problem

Cementlike substances have been used in construction for thousands of years. Architects have found evidence of their use in the pyramids of Egypt and the buildings and aqueducts of the Roman Empire.

The Portland cement commonly used in construction today was patented in 1824 by Joseph Aspdin, a British bricklayer.

Modern cement preparation starts with crushing the excavated raw materials limestone and clay and then heating them in a kiln at around 2,650 degrees Fahrenheit (about 1,450 degrees Celsius) to form clinker, a hard, rocklike residue. The clinker is then cooled and ground with gypsum into a fine powder, which is called cement.

About 40% of the carbon dioxide emissions from cement production come from burning fossil fuels to generate the high heat needed to run the kiln. The rest come as the heat converts limestone (calcium carbonate) to lime (calcium oxide), releasing carbon dioxide.

In all, between half a ton and 1 ton of greenhouse gas is released per ton of Portland cement. Cement is a binding agent that, mixed with water, holds aggregate together to create concrete. It makes up about 10% to 15% of the concrete mix by weight.

Alternative technologies can lower emissions

As populations, cities and the need for new infrastructure expand, the use of cement is growing, making it important to find alternatives with lower environmental costs.

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Concrete has seen the fastest growth among commonly used construction materials with rising population between 1950 and 2023
As population has increased, annual global Portland cement production has risen with it. Hao Chen, et al., 2025, CC BY-NC-ND

Some techniques for reducing carbon dioxide emissions include substituting some of the clinker – the hard residue typically made from limestone – with supplementary materials such as clay, or fly ash and slag from industries. Other methods reduce the amount of cement by mixing in waste sawdust or recycled materials like plastics.

The long-term solution for reducing cement’s emissions, however, is to replace traditional cement completely with alternatives. One option is geopolymers made from earthen clay and industrial wastes.

Geopolymers: A more climate-friendly solution

Geopolymers can be made by mixing claylike materials that are rich in aluminum and silicon minerals with a chemical activator through a process called geopolymerization. The activator transforms the silicon and aluminum into a structure that will look like cement. All of this can happen at room temperature.

The major difference between cement and geopolymer is that cement is mainly made of calcium, whereas geopolymers are made of silicon and aluminum with some possible calcium in their structure.

Geopolymers offer advantages with lower number of steps, lower CO2 emission and lower water requirement over Portland cement
How the production of Portland cement and geopolymers compare. Alcina Johnson Sudagar, CC BY-NC

These geopolymers have been found to possess high strength and durability, including resilience in freeze-thaw cycles and resistance to heat and fire, which are important requirements in construction. Studies have found that some geopolymers can provide comparable if not better strength than traditional cement and, because they don’t require heat the way clinker does, they can be produced with significantly lower greenhouse gas emissions.

Geopolymers can also be produced from a variety of raw materials rich in aluminum and silicon, including earthen clays, fly ash, blast furnace slag, rice husk ash, iron ore wastes and recycled construction brick waste. Geopolymer technology can be adapted depending on the clay or industrial waste locally available in a region. https://www.youtube.com/embed/NOj3p6m9M7Q?wmode=transparent&start=0 A brief history of cement and geopolymers. Geopolymer International.

An added advantage of geopolymers is that changes to the mixture can produce a range of features.

For example, I and my co-researchers at the University of Aveiro in Portugal added a small amount of cork industry waste – the leftovers from creating bottle corks – to clay-based geopolymer and found it could improve the strength of the material by up to twofold. The cork particles filled the spaces in the geopolymer structure, making it denser, which increased the strength.

Similarly, additives such as sisal fibers from the agave plant, recycled plastic and steel fibers can change geopolymer properties. The additives do not participate in the geopolymerization process but act as fillers in the structure.

The structure of geopolymers can also be designed to act as adsorbents, attracting toxic metals in wastewater and capturing and storing radioactive wastes. Specifically, incorporating materials like zeolite that are natural adsorbents in the geopolymer structure can make them useful for such applications as well.

Where geopolymers are used now

Geopolymers have been used in many types of construction, including roads, coatings, 3D printing, coastal environmental protection, the steel and chemical industries, sewer rehabilitation and building radiation shielding and rocket launchpad and bunker infrastructure.

One of the earliest examples of a modern geopolymer concrete project was the Brisbane West Wellcamp airport in Australia.

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It was built in 2014 with 70,000 metric tons of geopolymer concrete, which was estimated to have reduced the project’s carbon dioxide emissions by as much as 80%.

The geopolymer market is currently estimated to be between US$7 billion and $10 billion, with the largest growth in the Asia-Pacific region.

Analysts have estimated that the market could grow at a rate of 10% to 20% per year and reach about $62 billion by 2033.

In several countries, greenhouse gas regulations and green-building certifications are expected to support the continued growth of geopolymers in the construction industry.

Expanding the use of cement alternatives

The advantage of using industrial wastes in geopolymers is a double-edged sword, however. The composition of industrial wastes varies, so it can be difficult to standardize the processing methods. The geopolymer components need to be mixed in particular ratios to achieve desired properties.

Producing the activator for the geopolymer, typically done in chemical facilities, can raise the cost and contribute to the carbon footprint. And the long-term data about these materials’ stability is only now being developed given their newness. Also, these geopolymers can take longer to set than cement, though the setting time can be sped up by using raw materials that react quickly.

Developing cheaper, naturally available activators like agricultural waste rice husk with sustainable supply chains could help lower the costs and environmental impact. Also, printing the recipe on the raw material packaging could help simplify the job of determining the mixing ratio so geopolymers can be more widely used with confidence.

Even though geopolymer technology has some drawbacks, these low-carbon alternatives have great potential for reducing emissions from the construction sector.

Alcina Johnson Sudagar, Research Scientist in Chemistry, Washington University in St. Louis

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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