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How redefining just one word could strip the Endangered Species Act’s ability to protect vital habitat

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Last Updated on June 10, 2025 by Rod Washington

Endangered Species Act
Green sea turtles, like this hatchling in Florida, are endangered due in part to habitat destruction and fishing nets.
Keenan Adams/USFWS

Mariah Meek, Michigan State University and Karrigan Börk, University of California, Davis

It wouldn’t make much sense to prohibit people from shooting a threatened woodpecker while allowing its forest to be cut down, or to bar killing endangered salmon while allowing a dam to dry out their habitat.

But that’s exactly what the Trump administration is proposing to do by changing how one word in the Endangered Species Act is interpreted: harm.

For 50 years, the U.S. government has interpreted the Endangered Species Act as protecting threatened and endangered species from actions that either directly kill them or eliminate their habitat. Most species on the brink of extinction are on the list because there is almost no place left for them to live. Their habitats have been paved over, burned or transformed. Habitat protection is essential for their survival.

A bird with a yellow cheeks and a black cap and wings sits on a juniper branch.
The golden-cheeked warbler breeds only in Texas, primarily in Texas Hill Country. It has been losing habitat as development expands in the region.
Steve Maslowski/USFWS, CC BY

As an ecologist and a law professor, we have spent our entire careers working to understand the law and science of helping imperiled species thrive. We recognize that the rule change the Trump administration quietly proposed could green-light the destruction of protected species’ habitats, making it nearly impossible to protect those endangered species.

The legal gambit

The Endangered Species Act, passed in 1973, bans the “take” of “any endangered species of fish or wildlife,” which includes harming protected species.

Since 1975, regulations have defined “harm” to include habitat destruction that kills or injures wildlife. Developers and logging interests challenged that definition in 1995 in a Supreme Court case, Babbitt v. Sweet Home Chapter of Communities for a Great Oregon. However, the court ruled that the definition was reasonable and allowed federal agencies to continue using it.

In short, the law says “take” includes harm, and under the existing regulatory definition, harm includes indirect harm through habitat destruction.

Map showing large areas marked as critical habitat along the Pacific US coast and in Maine. Also along the Alaska coast.
Critical habitat throughout the U.S., including many coastlines and mountain areas. Note: Alaska is not to scale.
U.S. Fish and Wildlife Service

The Trump administration is seeking to change that definition of “harm” in a way that leaves out habitat modification.

This narrowed definition would undo the most significant protections granted by the Endangered Species Act.

Why habitat protection matters

Habitat protection is the single most important factor in the recovery of endangered species in the United States – far more consequential than curbing direct killing alone.

A 2019 study examining the reasons species were listed as endangered between 1975 and 2017 found that only 17% were primarily threatened by direct killing, such as hunting or poaching. That 17% includes iconic species such as the red wolf, American crocodile, Florida panther and grizzly bear.

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In contrast, a staggering 81% were listed because of habitat loss and degradation. The Chinook salmon, island fox, southwestern willow flycatcher, desert tortoise and likely extinct ivory-billed woodpecker are just a few examples. Globally, a 2022 study found that habitat loss threatened more species than all other causes combined.

As natural landscapes are converted to agriculture or taken over by urban sprawl, logging operations and oil and gas exploration, ecosystems become fragmented and the space that species need to survive and reproduce disappears. Currently, more than 107 million acres of land in the U.S. are designated as critical habitat for Endangered Species Act-listed species. Industries and developers have called for changes to the rules for years, arguing it has been weaponized to stop development. However, research shows species worldwide are facing an unprecedented threat from human activities that destroy natural habitat.

Under the proposed change, development could be accelerated in endangered species’ habitats.

Gutting the Endangered Species Act

The definition change is a quiet way to gut the Endangered Species Act.

It is also fundamentally incompatible with the purpose Congress wrote into the act: “to provide a means whereby the ecosystems upon which endangered species and threatened species depend may be conserved [and] to provide a program for the conservation of such endangered species and threatened species.” It contradicts the Supreme Court precedent, and it would destroy the act’s habitat protections.

Two small fuzzy owls nestle together on a branch.
Northern spotted owls, like these fledglings, living in old growth forests in the Pacific Northwest are listed as threatened species because of habitat loss.
Tom Kogut/USFS, CC BY

Secretary of the Interior Doug Burgum has argued that the recent “de-extinction” of dire wolves by changing 14 genes in the gray wolf genome means that America need not worry about species protection because technology “can help forge a future where populations are never at risk.”

But altering an existing species to look like an extinct one is both wildly expensive and a paltry substitute for protecting existing species.

A small fox with a fluffy tail under cactuses.
The Catalina Island fox is endemic to Catalina Island. Habitat loss, diseases introduced by domestic dogs, and predators have diminished the population of these small foxes to threatened status.
Catalina Island Conservancy/Wikimedia Commons, CC BY-SA

The administration has also refused to conduct the required analysis of the environmental impact that changing the definition could have. That means the American people won’t even know the significance of this change to threatened and endangered species until it’s too late, though if approved it will certainly end up in court.

The ESA is saving species

Surveys have found the Endangered Species Act is popular with the public, including Republicans. The Center for Biological Diversity estimates that the Endangered Species Act has saved 99% of protected species from extinction since it was created, not just from bullets but also from bulldozers. This regulatory rollback seeks to undermine the law’s greatest strength: protecting the habitats species need to survive.

Congress knew the importance of habitat when it passed the law, and it wrote a definition of “take” that allows the agencies to protect it.The Conversation

Mariah Meek, Associate Professor of Integrative Biology, Michigan State University and Karrigan Börk, Professor of Law, University of California, Davis

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

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Daily News

Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line

LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.

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After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.

Major construction is beginning on LA Metro’s 6.7-mile East San Fernando Valley light-rail line, which is targeted for completion in early 2032.
AI rendering depicting East San Fernando Valley LRT construction in the center of Van Nuys Boulevard. By: Daily News Staff

LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.

Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.

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This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.

From utility work to a new rail corridor

The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.

When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.

The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.

Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.

The opening target has moved to 2032

Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.

The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.

That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.

Rail returns to Van Nuys Boulevard

The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.

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The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.

The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.

For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.

That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.

Primary sources

This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow

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City

Santa Monica Pier Sign Heads to Las Vegas for Historic Restoration

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For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.

Santa Monica Pier sign is heading to Las Vegas for restoration during bridge replacement. Find out why it’s leaving and when it will return.
A harbor entrance sign of in Santa Monica Pier California

Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.

The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.

https://stmdailynews.com/la-metro-locks-in-vermont-brt-funding-as-world-cup-results-point-toward-2028/

YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.

Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.

Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.

Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.

For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.

Source: City of Santa Monica — October 19, 2026 announcement

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Automotive

Slate Truck Gets Real: First Experience Center Opens Ahead of Planned Deliveries

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

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Slate Auto’s new Chicago location gives prospective buyers a permanent place to see the minimalist electric pickup, explore customization options and learn about demo opportunities—but it is not yet proof that customer deliveries have begun.

CHICAGO — October 20, 2026 — The Slate Truck is moving out of computer renderings and temporary roadshow stops and into a permanent retail setting. Slate Auto opened its first Experience Center on October 15 at 1053 W. Grand Avenue in Chicago, giving consumers a year-round location to get an up-close look at the company’s highly anticipated electric pickup.

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

The Near West Side facility occupies a former Tesla location and includes showroom, retail and garage space, along with electric-vehicle charging infrastructure. For Slate, the opening represents an important step in turning strong online interest into a more tangible buying experience as the startup works toward launching its first vehicle.

Visitors can examine the truck’s compact dimensions, deliberately simple cabin and accessory-driven design in person. The center also showcases Slate’s personalization strategy, including exterior wraps, add-on accessories and digital design tools intended to let owners configure the truck around their needs.

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Slate has also promoted demonstration opportunities connected with the location, although availability may be limited or appointment-based as the company continues to prepare its fleet. Early media access included passenger rides rather than unrestricted customer test drives, so prospective visitors should confirm current availability before making a special trip.

Why the Chicago opening matters

Until now, most consumers have encountered the Slate Truck through online reservations, media coverage or temporary appearances. A permanent showroom gives buyers a chance to judge details that are difficult to evaluate on a screen, including seating position, bed access, cabin materials and the overall size of the vehicle.

That is especially important for a product built around an unconventional value proposition. Slate is promoting a basic two-seat, two-door electric truck with manual crank windows and no factory-installed infotainment screen or stereo. The company’s strategy is to keep the starting price low and let buyers add features later through accessories and conversion kits.

The physical location also gives Slate a place to explain that approach directly. Rather than presenting the truck as an unfinished vehicle, the company can demonstrate how its modular accessories, wraps and planned SUV-style conversion components are meant to expand the vehicle’s usefulness over time.

Chicago is a logical first market for that effort. The city offers access to a large Midwestern customer base and is within the broader region of Slate’s planned manufacturing operation in Warsaw, Indiana. Reusing a former Tesla store also gives the startup a space already suited to displaying and servicing electric vehicles.

The roadshow continues beyond Chicago

The Experience Center is opening as Slate expands its public demonstration schedule. The company’s events calendar lists a Boston-area demo ride event from October 21 through October 25 at The Shops at Chestnut Hill, followed by an appearance at RADwood in Alameda, California, on October 24 and a New Jersey demo ride event in Freehold from October 28 through October 31.

Slate also lists future stops in Washington, D.C., Raleigh, Atlanta, Miami and Orlando. Together, the permanent Chicago center and the traveling events suggest the company is moving into a broader customer-education phase ahead of planned deliveries.

What has—and has not—changed

The showroom opening does not change Slate’s headline pricing or range claims. The truck is still advertised with a base price of $24,950 before taxes, registration and destination charges. With the currently listed $1,450 destination fee, the entry price would be approximately $26,400 before other costs or optional equipment.

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Slate also continues to advertise an estimated range of up to 205 miles. That figure remains an estimate rather than a final EPA-certified rating.

Most importantly, Slate has not publicly confirmed that regular customer production has started or that the first retail deliveries have occurred. Limited deliveries have been reported as possible before the end of December 2026, while many reservation holders may receive later delivery windows in 2027. The Chicago opening is therefore a commercialization milestone, not a manufacturing milestone.

For customers and industry observers, the next major signals will be the start of production at the Warsaw factory, final specifications and EPA range ratings, and confirmed handoffs to paying buyers.

The bottom line

Slate Auto now has a permanent place where consumers can see and evaluate its unusually simple electric truck. That makes the product feel more real and gives the company a platform to explain a customization-heavy business model that may be unfamiliar to traditional truck buyers.

Still, the biggest questions remain unanswered. Opening a showroom demonstrates progress in marketing and customer engagement; producing vehicles at scale, holding the promised price and delivering a 205-mile truck to reservation holders will determine whether Slate can convert enthusiasm into a viable automotive business.

Sources and more information

Category: Consumer Corner / Automotive

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