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Lawsuits seeking to address climate change have promise but face uncertain future

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Last Updated on May 10, 2025 by Daily News Staff

climate change
Kelsey Juliana, a lead plaintiff in a federal lawsuit over responsibility for climate change, speaks at a 2019 rally in Oregon.
AP Photo/Steve Dipaola

Hannah Wiseman, Penn State

The U.S. Supreme Court in March 2025 ended a decade-old lawsuit filed by a group of children who sought to hold the federal government responsible for some of the consequences of climate change. But just two months earlier, the justices allowed a similar suit from the city and county of Honolulu, Hawaii, to continue against oil and gas companies.

Evidence shows that fossil fuel companies, electric utilities and the federal government have known about climate change, its dangers and its human causes for at least 50 years. But the steps taken by fossil fuel companies, utilities and governments, including the U.S. government, have not been enough to meet international climate targets.

So local and state governments and citizens have asked the courts to force companies and public agencies to act. Their results have varied, with limited victories to date. But the cases keep coming.

Attacking the emissions themselves

In general, legal claims in the U.S. can be based on the U.S. and state constitutions, federal and state laws, or what is called “common law” – legal principles created by courts over time.

Lawsuits have used state and federal laws to try to limit greenhouse gas pollution itself and to seek financial compensation for alleged industry cover-ups of the dangers of fossil fuels, among many other types of claims.

In 2007 the U.S. Supreme Court determined that greenhouse gases such as carbon dioxide emitted from motor vehicles were a “pollutant” under the federal Clean Air Act. As a result, the court ordered the Environmental Protection Agency to either determine whether greenhouse gases from new vehicles contribute to climate change, and therefore endanger human health, or justify its refusal to study the issue.

In 2009 the EPA found that carbon dioxide emissions did in fact endanger human health – a decision called the “endangerment finding.” In 2010 it imposed limits on carbon dioxide emissions from new vehicles and, later, from newly constructed power plants.

But related EPA efforts to regulate emissions from older power plants – the ones that emit the most pollution – failed when challenged in court on the grounds that they went too far in limiting emissions beyond the power plants’ own properties.

The Biden administration had finalized a new rule to clean up these older plants, but the Trump administration is now seeking to withdraw it.

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The Trump administration is also now beginning the complicated process of reviewing the 2009 endangerment finding. It could try to remove the legal basis for EPA greenhouse gas regulations.

A common-law approach

In response to this federal executive seesaw of climate action, some legal claims use a court-based, or common law, approach to address climate concerns. For instance, in Connecticut v. American Electric Power, filed in 2004, nine states asked a federal judge to order power plants to reduce their emissions. The states said those emissions contributed to global warming, which they argued met the federal common law definition of a “public nuisance.”

That case ended when the U.S. Supreme Court ruled in 2011 that the existence of a statute – the federal Clean Air Actmeant common law did not apply. Other plaintiffs have tried to use the “public nuisance” claim or a related common-law claim of “trespass” to force large power plants or oil and gas producers to pay climate-related damages. But in those cases, too, courts found that the Clean Air Act overrode the common-law grounds for those claims.

With those case outcomes, many plaintiffs have shifted their strategies, focusing more on state courts and seeking to hold the fossil fuel industry responsible for allegedly deceiving the public about the causes and effects of climate change.

file 20250414 56 7ic0s.png?ixlib=rb 4.1
Three examples of petroleum industry advertisements a lawsuit alleges are misleading about the causes of climate change.
State of Maine v. BP, Chevron, ExxonMobil, Shell, Sunoco and American Petroleum Insititute

Examining deception

In many cases, state and local governments are arguing that the fossil fuel industry knew about the dangers of climate change and deceived the public about them, and that the industry exaggerated the extent of its investments in energy that doesn’t emit carbon.

Rather than directly asking courts to order reduced carbon emissions, these cases tend to seek damages that will help governments cover the costs associated with climate change, such as construction of cooling centers
and repair of roads damaged by increased precipitation.

In legal terms, the lawsuits are saying oil and gas companies violated consumer-protection laws and committed common-law civil violations such as negligence. For instance, the city of Chicago alleges that major petroleum giants – along with the industry trade association the American Petroleum Institute – had “abundant knowledge” of the public harms of fossil fuels yet “actively campaigned” to hide that information and deceive consumers. Many other complaints by states and local governments make similar allegations.

Another lawsuit, from the state of Maine, lists and provides photographs of a litany of internal industry documents showing industry knowledge of the threat of climate change. That lawsuit also cites a 1977 memo from an Exxon employee to Exxon executives, which stated that “current scientific opinion overwhelmingly favors attributing atmospheric carbon dioxide increase to fossil fuel consumption,” and a 1979 internal Exxon memo about the buildup of carbon dioxide emissions, which warned that “(t)he potential problem is great and urgent.”

These complaints also show organizations supported by fossil fuel companies published ads as far back as the 1990s, with titles such as “Apocalypse No” and “Who told you the earth was warming … Chicken Little?” Some of these ads – part of a broader campaign – were funded by a group called the Information Council for the Environment, supported by coal producers and electric utilities.

Courts have dismissed some of these complaints, finding that federal laws overrule the principles those suits are based on. But many are still winding their way through the courts.

In 2023 the Supreme Court of Hawaii found that federal laws do not prevent climate claims based on state common law. In January 2025 the U.S. Supreme Court allowed the case to continue.

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Several people sit in a group in a formal setting and speak to each other.
Lead claimant Rikki Held, then 22, confers with lawyers before the beginning of a 2023 Montana trial about young people’s rights in a time of climate change.
William Campbell/Getty Images

Other approaches

Still other litigation approaches argue that governments inadequately reviewed the effects of greenhouse gas emissions, or even supported or subsidized those emissions caused by private industry. Those lawsuits – some of which were filed by children, with help from their parents or legal guardians – claim the governments’ actions violated people’s constitutional rights.

For instance, children in the Juliana v. United States case, first filed in 2015, said 50 years of petroleum-supporting actions by presidents and various federal agencies had violated their fundamental “right to a climate system capable of sustaining human life.” The 9th U.S. Circuit Court of Appeals ruled that their claim was a “political question” – meant for Congress, not the courts. The U.S. Supreme Court declined to reconsider that ruling in March 2025.

But children in Montana found more success. The Montana Constitution requires state officials and all residents to “maintain and improve a clean and healthful environment … for present and future generations.” In 2024 the Montana Supreme Court determined that this provision “includes a stable climate system that sustains human lives and liberties.”

The Montana Supreme Court also reviewed a state law banning officials from considering greenhouse gas emissions of projects approved by the state. The court found that the ban violated the state constitution, too. Since then, the Montana Supreme Court has specifically required state officials to review the climate effects of a project for which permits were challenged.

Concerned people and groups continue to file climate-related lawsuits across the country and around the world. They are seeing mixed results, but as the cases continue and more are filed, they are drawing attention to potential corporate and government wrongdoing, as well as the human costs of climate change. And they are inspiring shareholders and citizens to demand more accurate information and action from fossil fuel companies and electric utilities.The Conversation

Hannah Wiseman, Professor of Law, Penn State

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

Nature

What in the Heck Is a Sweat Bee? Turns Out, My Wife Wasn’t Making It Up

My wife Rebecca said she thought a sweat bee stung her. I thought she was making it up. Turns out, sweat bees are very real—and their strange name actually makes perfect sense.

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Firefly Gemini Flash A humorous yet photorealistic editorial image of a tiny metallic green sweat bee perc 453196 1
Sweat Bee on my wife’s arm. Image Credit: Adobe Firefly

It started with a conversation with my wife, Rebecca.

She mentioned that she thought she’d been stung by something called a sweat bee.”

My immediate reaction was basically:

“What in the heck is a sweat bee?”

I’ll admit it. For a moment, I thought she was making the whole thing up. 😂

A sweat bee? Really?

It sounded like one of those names somebody invents when they don’t know what actually stung them.

“It wasn’t a regular bee. It was a… uh… sweat bee!”

So naturally, I asked ChatGPT the same question: What in the heck is a sweat bee?

Well, Rebecca gets this round.

Sweat bees are absolutely real.

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And Yes, They’re Interested in Your Sweat

Sweat bees belong primarily to the Halictidae family, a large group of generally small bees found around the world.

Some are rather ordinary-looking little insects, while others are surprisingly flashy, sporting metallic shades of green, blue, bronze or gold.

But here’s where they earned that wonderfully unfortunate name.

Some sweat bees are attracted to human perspiration.

They’re not after you because they’re angry, and they’re certainly not tiny vampire bees. They’re interested in the salt and minerals in your sweat.

In other words, after you’ve been outside working, gardening, exercising or simply trying to survive a hot summer afternoon, a sweat bee may look at you and think:

“Hey! Free electrolytes!”

Wait…They Can Sting Too?

Unfortunately for Rebecca, there’s another part of her story that checks out.

Female sweat bees can sting.

They’re generally not aggressive and aren’t flying around looking for people to attack. But if one gets trapped against your skin, squeezed or swatted, it may defend itself.

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Their sting is generally considered relatively mild compared with those of many other bees and wasps—but “relatively mild” probably isn’t much consolation when you’re the person who just got stung.

So, Rebecca, I officially withdraw my skepticism.

Mostly.

Don’t Declare War on Them

As annoying as having a tiny bee land on your sweaty arm might be, sweat bees are actually beneficial insects.

They’re important pollinators, visiting wildflowers, garden plants and agricultural crops and carrying pollen from flower to flower.

So if one lands on you, gently brushing or blowing it away is probably a better idea than swatting it against your skin.

And that’s today’s unexpected nature lesson.

Sweat bees are real.

They really are attracted to sweat.

The females really can sting.

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And, perhaps most importantly…

My wife was right.

There. I said it.

I’m sure I’ll never hear the end of this one. 😂

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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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