News
Untreated sewage and fertilizer runoff threaten the Florida manatee’s main food source, contributing to malnutrition
Aarin-Conrad Allen, Florida International University
The gentle, slow-moving Florida manatee has no natural predators.
And yet, these charismatic mammals face numerous threats.
Manatees are struck by vessels in busy waterways across the state, and a majority bear scars from these collisions.
Harmful algal blooms – characterized by the rapid growth of algae that degrades water quality – can impair their nervous systems.
With less blubber, or fat, compared with other marine mammals like whales, dolphins, seals and sea lions, manatees are vulnerable to cold-stress syndrome during winter months.
And they can ingest or get entangled in marine debris like derelict fishing gear and drown or be crushed by floodgate and water control structures.
I am a doctoral candidate in marine biology at Florida International University’s Institute of Environment. Over the past 15 years, I have gained extensive experience working with marine mammals, particularly manatees.
Recently, my colleagues at the United States Geological Survey, Florida Department of Environmental Protection and I documented a change in the dietary pattern of manatees. We found that manatees are eating less seagrass – traditionally their primary food source – and more algae than in decades past. This change occurred along Florida’s Atlantic coast during a period of extensive seagrass decline.
We believe this represents an emerging threat to the species’ survival.
Protected species
Manatees were listed as an endangered species under the Endangered Species Act of 1973. By the early 1990s, the manatee population in Florida had dwindled to less than 1,300.
Researchers believe that federal protection, along with additional state measures such as slow-speed zones and no-entry refuges, has contributed to the growth of the manatee population in Florida.
In 2017, manatees were reclassified from endangered to threatened. Surveyors counted 5,733 individual manatees during a statewide aerial survey conducted in 2019.
Florida manatees average 9-12 feet (2.7-3.7 meters) in length and typically weigh about 1,000 pounds (450 kilograms), but they can grow as large as 3,500 pounds (1,600 kilograms). As the largest fully aquatic herbivore, they consume 5% to 10% of their body weight in vegetation each day.
While manatees eat a broad diet of over 60 different plants, they most commonly feed on species of seagrass. Seagrasses are marine plants that, like land plants, have leaves, flowers, roots and seeds, and make their food through photosynthesis.
So what happens when these seagrasses are no longer available?
A changing estuary
The Indian River Lagoon is an estuary along Florida’s east coast that covers roughly 350 square miles (560 square kilometers) between the mainland and barrier islands, from Ponce Inlet to Jupiter Inlet.
It is a critical habitat for manatees, which feed on native seagrass meadows in the lagoon during their seasonal migrations.
Seagrasses are vital to the health of marine ecosystems. They are a habitat for juvenile fish and other marine organisms, provide food for aquatic herbivores, reduce carbon in the atmosphere and improve water quality. They also protect coastal habitats by stabilizing sediments and reducing wave energy that can erode shorelines and damage coastal infrastructure, especially during hurricanes.
For more than a decade, the Indian River Lagoon has experienced extensive loss of seagrass meadows, due to a series of algae blooms associated with nutrient runoff and degraded water quality from septic overflow leaching into the environment.
When untreated sewage and fertilizers flow into the estuary, they add nitrogen, phosphorus and other nutrients that drive excessive algal growth. These harmful algal blooms deplete oxygen levels and block sunlight, which seagrass needs for photosynthesis.
Between 2011 and 2019, over 50% of all seagrass in the lagoon was lost. This led to an increase in macroalgae and even led to a change in the animal communities that live in the lagoon. For example, among finfish, sheepshead populations declined, while seabream numbers increased. Invertebrate communities were also affected, with bryozoans colonizing areas previously dominated by barnacles.
Manatees along the Atlantic coast have suffered two unusual mortality events since the seagrass decline, including one that is ongoing. Researchers attribute the increase in manatee deaths to malnutrition due to a shortage of seagrasses in the Indian River Lagoon.
A shift in manatees’ diet
In our study, we examined 193 manatee stomach samples collected from carcasses recovered from the Indian River Lagoon during two time periods – one before and one after the onset of the seagrass loss in 2011.
We compared stomach sample contents from carcasses collected between 1977 and 1989 with samples collected between 2013 and 2015.
Our findings indicate that manatees consumed 45% less seagrass and 74% more algae after the seagrass decline.
Recently, in a study supported by FIU’s Center for Aquatic Chemistry and Environment, I investigated differences in the nutritional composition – like protein, fat, carbohydrate and fiber – of items identified in manatee stomach samples. My preliminary results show notable differences in the nutritional composition of seagrass and algae.
Marine mammals are particularly vulnerable to dietary shifts due to their large size and high energy demands. Such changes can worsen their physical health and increase the likelihood of starvation.
Depleted oxygen levels are having a similar impact on aquatic vegetation and seagrass meadows in other regions of Florida, like Biscayne Bay and the Caloosahatchee River and Estuary. This suggests that the ecological challenges seen in the Indian River Lagoon could become more widespread.
What is the solution?
Remediation efforts within the lagoon have incorporated the restoration of seagrass through aquaculture and replanting strategies, similar to efforts to restore coral reefs.
While the lagoon’s seagrass has recently shown signs of regrowth, the rehabilitation of the ecosystem must begin with improving and maintaining water quality.
Counties along the lagoon have enacted fertilizer bans that aim to reduce the levels of nitrogen and phosphorus in the water that drive algal blooms.
New research, however, indicates that these restrictions alone will not fix the problem, as residential septic systems are the primary source of nutrient pollution in the lagoon.
Furthermore, many of the factors contributing to harmful algal blooms are intensified by global warming and changing climate, which could accelerate the decline of seagrass in Florida and elsewhere.
Given the multiple, synergistic threats facing manatees, I believe that improving water quality, protecting their food sources, and further research – coupled with community outreach and education – are critical to ensure the long-term survival of this iconic Florida species.
Aarin-Conrad Allen, Ph.D. Candidate in Marine Sciences, Florida International University
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.
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.
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.
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.
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
- LA Metro: Major construction will soon be underway
- LA Metro project page: East San Fernando Valley Light Rail Transit
- LA Metro Board meeting, May 28, 2026 — project budget and contract authorization
- LA Metro: $893 million federal grant announcement, September 6, 2024
- LA Metro: Advanced utility-work groundbreaking, December 2, 2022
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
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 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.
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
Related Links
- City of Santa Monica: Official sign restoration announcement — October 19, 2026. Primary source for removal dates, shipment to Las Vegas, YESCO’s restoration work and the sign’s planned return.
- Santa Monica Daily Press: Sign restoration during bridge rebuild — October 20, 2026. Additional local reporting on the project and visitor access.
- LAist: Sign removal and how to watch — Reporting on the removal schedule and public viewing opportunities.
Follow more Southern California stories at STM Daily News.
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.
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.
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.
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.
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
- Slate Auto events and demo schedule
- Electrek: Slate opens its first Experience Center in Chicago
- Autoblog: Slate opens its first U.S. showroom
- Slate Auto
Category: Consumer Corner / Automotive
