Editor’s Note: The Earth is dying and the industrial civilization is killing it. Decades of the environmental movement has not only failed to stop the ecocide, let alone even to slow it down. By the time you finish reading this article, a species will have gone extinct. We’ve tried peaceful negotiations. We’ve lobbied. We’ve protested. We’ve organized non violent direct action. Yet, what seems to be the most effective action is sabotage of infrastructures, be it the attack on Saudi oil wells or on the Niger Delta. DGR is an aboveground organization, yet believes that it is necessary to use any means necessary to bring down the industrial civilization. You can know the difference between an underground and an aboveground organization here.
The following is a communique from an underground group. It is posted from BC Counter Info.
Over the past few months, several sections of the coastal gaslink pipeline have been vandalized. Financially, the consequences of each act were minor: a few holes in the pipeline here, some corroded welding seams there, damaged concrete here. Our goal was to contribute to the small delays in a project that was already well over budget.
We drilled holes less than a penny wide in a section of pipe that had not yet been lowered into the trench. We covered the holes with fiberglass film, which temporarily prevents leaks in the pipes, but only lasts a few months. We know that welded sections of coated pipe are assessed before being lowered into the trench. After the trench is backfilled, they are tested under pressure. The holes were sealed in the hope that they would pass the first pressure test, but will have to be excavated and repaired before the pipeline is completed. This occurred during the last week of October on section 8 of the pipeline, between Kilometers 610 and 613.
Between 585 and 588 kilometers of the pipeline, we found a section of pipe that had been dug out, so we damaged the coating at the joints by chipping and sanding it off in less visible places. This coating is needed to protect the pipe from corrosion and rust. We did this in early November. We liked this approach because the damage is not visible, but can still have a significant long-term structural impact if corrosion and rust show up, so it will need to be fixed.
We drilled very small holes and filled them this time with an epoxy putty, somewhere between Kilometers 605 and 608 of the pipeline route (that’s in section 8.) We did this in the second week of November. We weren’t sure if the sealant would withstand the pressure test, but decided it was worth a try since this sealant is easier to source and use than the fiberglass coating.
At the end of November, we drilled and filled holes in the pipe string before it would be lowered into section 6 of the pipeline between Kilometers 486 and 489.
In early December, we chipped and busted the welds on a section of pipe that had not yet been lowered into the trench between Kilometers 606 and 609.
We damaged the protective coating on a section of pipe by chipping and grinding, and chipped a welded seam on several sections of pipe before they were backfilled between Kilometer 377 and 380 of section 5 of the pipeline. This work was performed in early January.
Near Kilometer 27 of North Hirsch forestry road we damaged welds and coating on a pipe section in the middle of January.
We poured hydrochloric acid on the concrete pipes we knew were meant for the tunnel under Wedzin Kwa and used a concrete drill inside the pipe to weaken them even further. The concrete pipes are designed to protect the pipe itself from the pressure of the surrounding soil. Given the heightened security and surveillance of concrete pipe storage, we can’t say when this happened.
In early December, we grinded and chipped the coating on the welded seams of the pipe sections between Kilometers 598 to 601.
In mid February, we scraped and chipped large portions of the pipe coating of the string between Kilometers 626 and 629.
Or is that in fact what happened? Only some of these activities have actually taken place. We waited to share this information all at once, complete with some additional false reports, so the only way to know where repairs are really needed is to excavate and re-examine all the above-mentioned pipes. Cracked concrete or rusted and patched pipes can lead to small leaks and large-scale spills, which is why every action, whether genuine or falsified, is being brought to the attention of the public long before the pipeline is operational.
While we would prefer to write only completely honest report backs, we also believe that we should be resourceful and use every means at our disposal to delay construction as best we can. We apologize to those involved in the struggle for not being able to give you an accurate picture of what we have really accomplished. CGL we wish you all the best in your treasure hunt.
Editor’s note: Dams change the way rivers function and they impact water quality. Slow-moving or still artificial lakes heat up. This results in abnormal temperature fluctuations which affect sensitive species and lead to algal blooms and decreased oxygen levels. Organic materials build up behind dams and start to produce the perfect environment for carbon dioxide and methane producing microbes. Particularly, migratory species are badly affected by the presence of dams.
Although dams are being taken down in Europe and the US because people have begun to realize the dam-age they do to ecosystems, they are not coming down fast enough. Additionally, new ones continue to be built. At this point in the human caused ecological collapse of the planet’s life support systems, it would be best to leave dam building to the beavers.
The 1999 demolition of the Edwards Dam on Maine’s Kennebec River set off a wave of dam removals across the United States. Since then some 1,200 dams have come down to help restore rivers and aquatic animals, improve water quality, and boost public safety — among other benefits.
Across the Atlantic, European nations have been busy removing thousands of river barriers, too. But until recently the efforts have gone largely unnoticed, even among experts.
Pao Fernández Garrido can attest to that.
An engineer and expert in ecosystem restoration from Spain, Fernández Garrido was finishing her master’s thesis in 2012 when she attend a dam-removal training in Massachusetts that was part of a conference on fish passage.
She was floored to learn about the United States’ widespread dam-removal efforts and returned to Europe determined to learn what was happening with dam removals on the continent — and to be a part of the action.
So did Herman Wanningen, a freshwater consultant from the Netherlands, who also attended the conference. Fernández Garrido joined him when he founded the World Fish Migration Foundation in 2014. Soon after they helped form a coalition organization called Dam Removal Europe that also includes European Rivers Network, WWF, Rewilding Europe, the Rivers Trust, Wetlands International and the Nature Conservancy.
One of the first things Fernández Garrido and her colleagues wanted to know was the extent of river fragmentation on the continent. That wasn’t easy: While the United States has an exhaustive inventory of its 90,000 dams, not every European country, they learned, had collected similar data.
At the time not much was known beyond the fact that Europe had 7,000 large dams. But as their project to map river barriers, known as AMBER, got underway, they learned the on-the-ground reality included many smaller dams and other barriers — at least 1.2 million river barriers in 36 European countries.
Fernández Garrido and her colleagues spent more than three years on research, including river surveys in 26 countries, to gather the more robust data. Their results, published in Nature in 2020, found that on average river barriers occur almost every half mile.
Two-thirds of these barriers are under seven feet tall, but small doesn’t mean insignificant. Low-head dams and smaller obstructions like weirs and sluices can still block the movement of some fish, as well as aquatic plants, invertebrates, and the flow of sediment and nutrients.
Many of the dams — around 150,000 — are also obsolete and no longer provide any beneficial functions.
The good news, though, is that they also found that 4,000 European river barriers had already come down in the previous 20 years, with France, Finland, Sweden, Spain and the United Kingdom being the most active.
These efforts, though, had largely flown under the radar.
“Nobody was talking about these, nobody,” says Fernández Garrido. “The United States is celebrating that it has removed 1,200 and nobody’s celebrating in Europe because nobody knows.”
That’s changed as they continued with their work to compile research, organize supporters across the continent, and push policymakers for action.
In 2019 the researchers delivered a report on case studies of dam removals and their benefits to the European Commission. The following year the World Fish Migration Foundation published the first-ever Living Planet Index on the global state of migratory fish. It found that migratory freshwater fish populations in Europe had dropped 93% since 1970, much higher than the already dismal global average of 76%.
The cumulative weight of those findings may have had a big impact on policy.
“For the first time ever in history, it stated that we should free at least 25,000 kilometers (15,500 miles) of river in Europe from barriers by 2030,” says Fernández Garrido.
While that was welcome news, it was still only a guideline — not legally binding.
In May 2022, however, the commission followed up with a proposal called the EU Nature Restoration Law. “In this law, they say we must start removing dams,” she says. And the proposed language calls for restoring 15,500 miles of river to a “free-flowing state by 2030.”
The European Parliament will need to ratify the law in the next couple of years. “In the meantime politicians could work to weaken it,” she says. “That’s why environmental groups are working hard to keep it strong.”
On the ground, the work to restore free-flowing rivers continues.
Last year 239 river barriers were removed in 17 European countries, including more than 100 in Spain. Finland is in the process of removing three hydroelectric dams on the Hiitolanjoki River, which will aid salmon populations. And France is home to the tallest dam removal on the continent yet, the 118-foot Vezins Dam on the Sélune River in Normandy, which was removed in 2020. Demolition began this summer on a second dam on the river, La Roche Qui Boit, which will allow the Sélune to run free for the first time in 100 years. Migratory fish populations like salmon are expected to return, and the dam removals will also reduce toxic algae that pooled in the warm waters of the reservoirs during summer.
Some of this work — and more — is showcased in a new documentary, #DamBusters, by director Francisco Campos-Lopez of Magen Entertainment. The film follows Fernández Garrido across Europe as she meets dam-removal heroes in Spain, France, Estonia, Lithuania and Finland.
“Restoring nature is probably the job of our time, our generation,” she says in the film.
“Construction to remove Centreville Dam” by U. S. Fish and Wildlife Service – Northeast Region is marked with Public Domain Mark 1.0.
But it’s a process that will also take time.
“There are some river systems, like for example in North America, where the benefits of dam removal are shocking and so amazing because that river system was only blocked for only 100 years,” she tells The Revelator. “But when you are talking about recovering our river systems in Europe that have been controlled and mismanaged for 500 years, 600 years, 1,000 years, we have to be cautious about what we expect.”
But even if ecological restoration comes more gradually, political movement has been swift.
“The progress since we started in 2016 until now — having policies proposed at the European level — it’s amazing,” Fernández Garrido says. “It’s really an achievement.”
The combination of research, policy reports, political pressure and movement-building have kickstarted a river restoration effort that shows no signs of slowing down — and could be a model for other regions.
Editor’s note: Mainstream environmentalists have been demanding that countries across the world declare a “climate emergency.” But what does a climate emergency mean? What will the consequences be? Is there a possibility that it will be more detrimental to the environment? In this piece, Elisabeth Robson argues how declaring a climate emergency can be worse for the environment.
“Climate emergency”. We hear these words regularly these days, whenever there is a wild fire, a flood, or an extreme weather event of any kind. We hear these words at the annual Conference of Parties (COPs) on climate change held by the United Nations Framework Convention on Climate Change (UNFCCC), including at the COP27 meeting happening right now in Egypt. And we hear these words regularly from organizations petitioning the U.S. government to “declare a climate emergency”, and from Senators requesting the same.
Most recently, here in the U.S., we heard these words on October 4, 2022 when a group of US Senators led by Senator Jeff Merkley (D-OR) urged President Biden to “build on the inflation reduction act” and “declare a climate emergency”, writing: “Declaring a climate emergency could unlock the broad powers of the International Emergency Economic Powers Act and the Stafford Act*, allowing you to immediately pursue an array of regulatory and administrative actions to slash emissions, protect public health, support national and energy security, and improve our air and water quality.”
The requests by these Senators include two related specifically to electric vehicles:
* Maximize the adoption of electric vehicles, push states to reduce their transportation-related greenhouse gas emissions, and support the electrification of our mass transit;
* Transition the Department of Defense non-tactical vehicle fleet to electric and zero-emission vehicles, install solar panels on military housing, and take other aggressive steps to decrease its environmental impact.
The Senators continue, “The climate crisis is one of the biggest emergencies that our country has ever faced and time is running out. We need to build off the momentum from the IRA and make sure that we achieve the ambition this crisis requires, and what we have promised the world. We urge you to act boldly, declare this crisis the national emergency that it is, and embark upon significant regulatory and administrative action.”
What the Senators are requesting is that President Biden invoke the National Emergencies Act (NEA) to go above and beyond what the Biden Administration has already done to take action in this “climate emergency” by invoking the Defense Production Act and passing the Inflation Reduction Act. This is not the first time a US president has been asked to declare a climate emergency by members of Congress, but it is the most recent.
Invoking the Defense Production Act, as the administration did in April, 2022, allows the administration to support domestic mining for critical minerals (including lithium, cobalt, nickel, and manganese, which readers of this blog will recognize as essential ingredients in batteries for EVs and energy storage) with federal funding and incentives in the name of national security.
The Inflation Reduction Act, passed in August, 2022, codified into law support for domestic mining of 50 “critical minerals” to supply renewables and battery manufacturing. This law directly supports EV manufacturing by offering tax credits to car companies that use domestic supplies of metals and minerals above a certain threshold (40% to start).
We’ve already seen how the Biden Administration is using its powers under these two acts (the Defense Production Act (DPA) and the Inflation Reduction Act (IRA)) to encourage more domestic mining for “critical minerals” and the expansion of electric vehicles and charging stations. Mining companies are “celebrating”, as one journalist wrote, including Lithium Americas Corporation (LAC) whose CEO said of the IRA “We’re delighted with it.” Car companies getting support from the government to expand manufacturing, companies getting support for building out the EV charging networks, battery-making companies, and the Department of Defense must also be celebrating the infusion of government cash and the tax incentives coming their way.
The administration would have even more power to fund and incentivize mining, manufacturing, development and industry with the National Emergencies Act, or NEA. The NEA empowers the President to activate special powers during a crisis. These powers could include loan guarantees, fast tracking permits, and even suspending existing laws that protect the environment, such as the Clean Air Act, if the administration believes these laws get in the way of mining, manufacturing, and other industrial development required for addressing the climate emergency.
As described in the Brennan Center’s Guide to Emergency Powers and Their Use, in the event a national emergency is declared, such as a climate emergency, the “President may authorize an agency to guarantee loans by private institutions in order to finance products and services essential to the national defense without regard to normal procedural and substantive requirements for such loan guarantees” [emphasis added]. This authorization could occur, as stated in the NEA, “during a period of national emergency declared by Congress or the President” or “upon a determination by the President, on a nondelegable basis, that a specific guarantee is necessary to avert an industrial resource or critical technology item shortfall that would severely impair national defense capability.”
Included in the long list of requirements for a Department of Energy (DoE) loan guarantee, the loan applicant must supply “A report containing an analysis of the potential environmental impacts of the proposed project that will enable DoE to:
(i) Assess whether the proposed project will comply with all applicable environmental requirements; and
(ii) Undertake and complete any necessary reviews under the National Environmental Policy Act (NEPA) of 1969.”
In the event a climate emergency is declared, could the administration then be able to “authorize an agency to guarantee loans” to a corporation “without regard” for these requirements? If so, then a corporation could potentially skip the NEPA process currently required for a new mining project, and not bother to do an assessment about whether their project would comply with all applicable environmental requirements (e.g. requirements under the Endangered Species Act, the Clean Air Act, and the Clean Water Act).
In other words, a corporation could proceed with their project, such as a lithium mine, with little to no environmental oversight if the Administration believes the resulting products are “essential to national defense.”
We already know that the Biden Administration believes that lithium production is essential to national defense: they have explicitly stated this in their invocation of the Defense Production Act and in the Inflation Reduction Act.
Declaring a “climate emergency” would give the administration free rein to allow corporations to sidestep environmental procedures that are normally required during the process of permitting a project like a mine, resulting in more harm to the environment.
Aside from these technical details about the implications of declaring a climate emergency, we know that most organizations, including those participating in COP27 and the 1,100 organizations that signed a February 2022 letter to President Biden urging him to declare a climate emergency, are demanding actions that would further harm the environment, such as “maximiz[ing] the adoption of electric vehicles” and “transition[ing] the Department of Defense…to electric and zero-emission vehicles” as demanded in the Senators’ October 4 letter to President Biden.
While these actions may reduce some greenhouse gas emissions, neither of these actions will reduce other harms to the environment, because these actions require more extraction and more development. And neither of these actions will reduce greenhouse gas emissions at a scope large enough to solve the climate crisis. What the activists, organizations, and Senators crying out for the President to declare a climate emergency seemingly fail to understand is that the climate emergency isn’t the only emergency we face.
Industrial development, and more specifically, industrial agriculture, has caused a 70% reduction in wildlife numbers just since 1970. This is an emergency inextricably linked with and just as dire as the climate crisis, yet the Senators and organizations calling for a climate emergency don’t demand a reduction in overall industrial development, only a reduction in fossil fuels development.
Each year, 24 billion tons of topsoil are lost, due primarily to industrial agriculture practices and deforestation. In 2014, the UN estimated that if current degradation rates continue, all the world’s top soil could be gone within 60 years. This too is an emergency inextricably linked with and just as dire as the climate crisis, yet again, the Senators and organizations calling for a climate emergency don’t demand actions to rebuild and restore soil.
Industry, including the military-industrial complex, has polluted the entire planet with toxic levels of mercury, lead, PCBs, dioxins, forever chemicals such as PFAS chemicals, and micro- and nano-plastics. These toxics are in the water we drink, the food we eat, and the air we breathe—“we” being, of course, not just humans but all wildlife on the planet. Again, this is an emergency just as dire as the climate emergency.
More than 50 million gallons of wastewater contaminated with arsenic, lead, and other toxic metals flows daily from some of the most contaminated mining sites in the U.S. into groundwater, rivers, and ponds. Mining waste that is captured must be stored and/or treated indefinitely “for perhaps thousands of years,” as the Associated Press wrote memorably in a 2019 article on mining waste. Replicate this kind of mining waste pollution around the world, and obviously, this too is an emergency just as dire as the climate emergency.
All of these emergencies are related to climate change, of course. The more our societies develop, the more harm we do to the natural world, including the atmosphere.
“Development” is really global technological escalation by industry to extract more materials more efficiently, destroying more of the planet in its relentless theft of “resources.” The more our societies develop, the less habitat for life is left, and the more we overshoot the ability of the Earth to sustain us and the rest of the species on Earth.
We ignore these other emergencies at our peril. Indeed, ignoring them in favor of the climate emergency often exacerbates these emergencies. When the organizations mentioned above demand increases in electric vehicles, increases in batteries, increases in renewables, and increases in climate mitigation and adaptation (building sea walls, retrofitting and improving roads and bridges, moving entire cities), what they are demanding is more development, not less, which means more harm, not less, to the natural world. For instance, we know that the materials required to supply the projected battery demand in 2035 will require 384 new mines. That’s to supply the materials just for batteries.
Ultimately, what most organizations that support declaring a climate emergency want is not to protect life on this planet, but rather, to protect this way of life: the one we’re living now, the one that’s killing the planet. These organizations believe that we can simply replace CO2-emitting fossil fuels with EVs and so-called renewables, and keep living these ecocidal lifestyles we have become accustomed to.
We know this to be true, because we can see it directly in the actions already taken by the Biden administration, actions that will dramatically increase mining in the U.S. Mining increases the destruction of the natural world, meaning MORE habitat loss, not less. Mining increases toxic pollution. Mining increases deforestation. Mining increases top soil loss. In other words, these actions will significantly worsen all the emergencies we, and all life on the planet, face.
Rather than demand governments around the world declare a “climate emergency,” we could instead demand governments around the world declare an “ecological overshoot emergency.” In place of demands to increase industry, increase mining, and build new cars and new energy infrastructure, we could instead demand governments reduce industry, end mining, help wean us completely away from cars, and dramatically reduce energy extraction, production, and consumption. In place of demands to continue a way of life that cannot possibly continue much longer, with its relentless destruction of the natural world, we could instead demand that all societies around the world center what makes life possible on this planet: flourishing and fecund natural communities, of which we could be a thriving part, rather than dominate and destroy.
Join us and help Protect Thacker Pass, or work to defend the wild places you love. We can’t save the planet by destroying the planet in the name of a “climate emergency.”
~~~
* In their October 4 letter to President Biden, the Senators mention how invoking the NEA could “unlock the broad powers of the International Emergency Economic Powers Act and the Stafford Act.” The International Emergency Economic Powers Act (IEEPA) authorizes the president to regulate international commerce after declaring a national emergency, for instance by blocking transactions with corporations based in foreign countries, or by limiting trade with those foreign countries. This would, like the IRA, incentivize building domestic supply chains and manufacturing capabilities. The Stafford Disaster Relief and Emergency Assistance Act encourages states to develop disaster preparedness plans, and provides federal assistance programs in the event of disaster. In the event of an emergency, such as a declared climate emergency, the President could direct any federal agency (e.g. FEMA) to use its resources to aid a state or local government in emergency assistance efforts, and to help states prepare for anticipated hazards. In the event of a declared climate emergency, this would unleash federal funds and other incentive programs to states to build and harden infrastructure that is vulnerable to wildfire, floods, severe storms, ocean acidification, and other effects of climate change.
Editor’s note: Roads in the middle of wildlife, both illegal and legal, cause habitat fragmentation. This, in turn, impacts wildlife. They disturb migration routes of many animals. Many die in roadkill. Some are more likely to be killed than others, affecting the population balance between species. The light pollution alters the circadian rhythms. Other forms of pollution affects other aspects of their lives. Learn more about the impacts of roads on wildlife here.
The following article demonstrates how, in addition to that, roads (mainly unofficial roads) are causing a widespread deforestation in the Amazon rainforest, one of the largest remaining rainforests. Amazon is home to not only some rare species of flora and fauna, but also to some of the last remaining uncontacted peoples in the world. Destruction of Amazon is an annihilation of these species and the lifestyles of these people.
A groundbreaking study using satellite data and an artificial intelligence algorithm shows how the spread of unofficial roads throughout the Amazon is driving widespread deforestation.
One such road is on the verge of cutting across the Xingu Socioenvironmental Corridor, posing a serious risk of helping push the Amazon beyond a crucial tipping point.
Unprotected public lands account for 25% of the total illegal road network, with experts saying the creation of more protected areas could stem the spread and slow both deforestation and land grabs.
Officially sanctioned roads, such as the Trans-Amazonian Highway, also need better planning to minimize their impact and prevent the growth of illegal offshoots, experts say.
The Americas have a long history of occupation based on the destruction of nature and the violent massacre of native peoples, all in the name of a particular idea of “progress.” Brazil’s military dictatorship, which ran from 1964 to 1985, embraced this ideology to the point it had a specific motto — “integrate to not surrender” — for its nationalist project for the Amazon Rainforest. That mindset is still alive in the systemic and uncontrolled spread of unofficial roads in the Amazon, and the extent of this destruction is becoming increasingly clear.
A study by the Brazilian conservation nonprofit Imazon identified 3.46 million kilometers (2.15 million miles) of roads in what’s known as the Legal Amazon, an administrative region that spans the nine Brazilian states located within the Amazon Basin. The researchers estimated that at least 86% of the extent of these roads are unofficial, “built by loggers, goldminers, and unauthorized land settlements from existing official roads.” The sprawling network of roads also means that 41% of the Amazon Rainforest is already cut by roads or lies within 10 km (6 mi) of one.
While two-thirds of the road extent identified in the study is on private properties and settlements, the other third is on public lands. Here, unofficial roads have mushroomed, particularly in public areas without special protection from the government. The roads in these public areas run 854,000 km (531,000 mi), accounting for a quarter of the total in the Amazon.
According to Imazon, roads in these areas point to criminal activities such as illegal logging, mining, and land grabbing. The study also shows that 5% of the road network is inside conservation units, and 3% within Indigenous territories, running a total 280,000 km (174,000 mi) inside these ostensibly protected areas.
“These are arteries of destruction,” study co-author Carlos Souza Jr., an associate researcher at Imazon who coordinates the institute’s Amazon monitoring program, told Mongabay by phone. “The roads are opened to extract wood, and the ramifications spread from the main line, where the trucks and heavy machinery are.” He added the degradation is followed by the occupation of these areas, in what’s become a very familiar pattern in the Amazon.
According to Souza, previous studies estimated the length of official roads at around 80,000 km (nearly 50,000 mi) in the Brazilian Amazon, composed of federal, state and municipal highways and roads in official settlements, all of which are part of the planned infrastructure.
But the official numbers are much lower. The Federal Department for Transport Infrastructure (DNIT) told Mongabay in an email that it acknowledges 23,264 km (14,455 mi) of paved and unpaved roads within the Legal Amazon. That’s a tiny fraction of the more than 3 million km of mostly undocumented roads that Imazon identified in the region.
“Roads created without planning by municipalities, states and the federal government don’t appear on official maps,” Souza said, “but they end up being incorporated into the municipal network, demanding public money for their maintenance.”
The Imazon study, published in July in the journal Remote Sensing, used 2020 images from the Sentinel-2 satellite made available by the European Space Agency. The researchers applied an artificial intelligence algorithm created by Imazon to analyze the images.
Past efforts at making out roads in stacks of satellite images took researchers months of poring over the pictures. This time around, Imazon’s algorithm cut the analysis time to just seven hours, allowing the researchers to focus on the data. Studies using the previous methods had already indicated that the advance of unofficial roads was a driver of deforestation in the Amazon, but the new research will allow scientists to recreate a historical series with data from previous years using the new algorithm for the entire Amazon region.
Souza said mapping and monitoring the spread of roads is crucial to identifying threats to the forest, its people, and traditional communities. Previous studies have already shown that 95% of deforestation happens within 5.5 km (3.4 mi) of a road, and 85% of fires each year occur within 5 km (3.1 mi). Accounting for only the official road network, deforestation would be at least 50 km (31 mi) from the nearest road, and fires 30 km (18.6 mi) away.
“That proves mapping clandestine roads improves deforestation and fire risk prediction models and can be used as a tool to prevent forest destruction,” Souza said. “Monitoring usually looks for deforestation after the forest has already been cut down. If monitoring focuses on roads, the potential to prevent deforestation is huge.”
Souza and the team at Imazon are also building a network to deploy their tool in tropical forests worldwide to map the road footprint in other areas under pressure, such as the Congo Basin and Indonesia. PrevisIA, a deforestation prediction tool, is already using the new database. According to the latest analysis by Imazon, 75% of deforestation occurred within 4 km (2.5 mi) of PrevisIA’s predictions.
Both by length and density (the ratio between the area covered and the length of the road), unofficial roads in the Amazon are concentrated in the states of Mato Grosso, Pará, Tocantins, Maranhão and Rondônia. The data show that the zone known as the “arc of deforestation,” on the southeastern edge of the biome, continues to be the most targeted, but also points to a surge in the south of Amazonas state, western Pará, and the Terra do Meio region in central Pará.
Souza said that while most roads are very well maintained in private areas and with no public access, regulatory bodies such as the DNIT should work with environmental protection agencies to restrict traffic on these roads.
An imminent threat
An example of an illegal road that presents a danger to one of the most extensive contiguous forests in the Amazon was detected by Rede Xingu+, a network of conservation NGOs. The organization spotted an unofficial road running 42.8 km (26.6 mi) across two important conservation areas: the Terra do Meio Ecological Station and the Iriri State Forest. The road threatens to divide the Xingu Socioenvironmental Corridor, a 28-million-hectare (69-million-acre) swath of native forest that’s home to 21 Indigenous territories and nine conservation units.
According to the Instituto Socioambiental (ISA), an NGO that advocates for environmental and Indigenous rights, the illegal road starts in a deforestation hub inside the Triunfo do Xingu Environmental Protection Area. From there, it’s on the verge of completing the connection between the municipalities of Novo Progresso and São Felix do Xingu, a center for the illegal timber and gold trades. With just 10 km (6 mi) of forest to cut through in Iriri, the road could soon reach the Curuá River, inside the state forest, completing the connection and slicing right through the Xingu corridor, increasing the vulnerability of its forests dramatically.
“The threat is imminent,” Thaise Rodrigues, a geoprocessing analyst at the ISA, told Mongabay by phone, “and so far we are not aware of any legal action to stop it.” Rede Xingu+ spotted the road for the first time in January this year. Its progress was interrupted for a few months when it reached a mine inside the Terra do Meio Ecological Station. As of May this year, work on the road resumed, and it reachedthe Iriri State Forest. In July and August, the monitoring showed 575 hectares (1,420 acres) of deforestation around this road.
“When a large mass of forest is broken, it becomes vulnerable. The roads cause fragmentation, which intensifies deforestation,” Rodrigues said. The ISA has criticized both the Pará state and the federal governments for their inaction, given that both are responsible for the protected areas inside the Xingu corridor. The illegal road increases what’s known as the “edge effect,” where areas of forest exposed to clearings such as roads become more vulnerable to threats. And the deforestation wrought by these threats drives the Amazon closer toward a “tipping point,” beyond which the rainforest loses its ability to self-regenerate and devolves into a dry savanna.
According to the ISA, the Xingu corridor holds an estimated 16 billion metric tons of carbon dioxide, and its mass of lush vegetation is responsible for generating the “flying rivers” of water vapor that bring rain to the rest of the continent. Splitting up swaths of forest with roads also causes a loss of connectivity, which directly impacts the migration of aquatic and terrestrial wildlife, while accelerating the desertification of the soil. The ISA points to another serious risk: opening up the rainforest brings humans closer to the 3,000 known coronavirus species that Amazonian bats carry, making another global pandemic ever more likely.
Near the Iriri State Forest, the Baú Indigenous Territory is already under heavy pressure from mining activities and the deforestation front advancing from the municipality of Novo Progresso.
“The greater the network of roads around and inside protected areas,” Rodrigues said, “the greater the access for the consolidation of such illegal activities.”
She added that unprotected public areas are even more susceptible to land grabs. “The delimitation of protected areas would help, but the public authorities need to show interest in protecting these areas and the communities that live there.”
Imazon’s Souza said the creation of protected areas is the fastest way to contain the spread of these roads, since there’s little chance of land grabbers gaining legal title to the land that’s designated as protected.
“Deforestation is an expensive business,” he said, “and nobody will spend money if there’s no chance of owning that land in the future.” That applies even to areas where roads have already been cut, since that would make them less appealing to speculators.
Official roads are also risks
Experts say Brazil should also rethink the construction of government-built roads. One example is the BR-230, a project conceived under the military dictatorship that’s become a problem child for successive administrations. Construction of the road, known as Trans-Amazonian Highway, began in 1969, and it was inaugurated in 1972 despite not having been completed. Today, it cuts more than 4,000 km (2,500 mi) through the Amazon from Brazil’s northeast coast, with long stretches still unpaved and rendered completely impassable during the rainy season. The combination of cost, logistics, and the inherent difficulty of building colossal infrastructure in the middle of the forest have meant it’s still uncompleted 50 years after its inauguration.
Besides the Trans-Amazonian Highway, there’s the BR-163, which connects Cuiabá, in Mato Grosso, to Santarém, in northern Pará; and the BR-319, from Manaus, in Amazonas, to Porto Velho, in Rondônia. Both are expected to cut across the Brazilian Amazon in different directions. Experts say that despite being officially sanctioned projects, the precarious planning behind them compounds the risks to the region’s environment.
A 2020 study evaluated 75 road projects in the Amazon, including in Brazil, Bolivia, Colombia, Ecuador and Peru, composed of 12,000 km (nearly 7,500 mi) of planned roads. It showed that, if carried out over the next 20 years, the roads would cause the deforestation of 2.4 million hectares (5.9 million acres) of forest. Besides the environmental damage linked, 45% of the projects would also generate economic losses. Canceling these unfeasible projects would save $7.6 billion and 1.1 million hectares (2.7 million acres) of forests, the study showed.
It also made the case that carefully picking a smaller number of projects could achieve 77% of the economic benefits with only 10% of the socioenvironmental damage.
“Every project will cause environmental damage to some degree,” study co-author Thaís Vilela, a senior economist at the Washington, D.C.-based Conservation Strategy Fund, told Mongabay in an email. “But there is a subset of projects that have a positive financial return with lower environmental and social impacts.”
The research considered variables such as the project’s initial cost, deforestation, ecological relevance of the area, access to schools and health centers, and breaches of environmental regulations.
“Often, decision makers only consider the financial costs and benefits of the project,” Vilela said, “and there are political demands that often do not follow the economic logic.”
The research shows that the economic prospects of a project go from positive to negative when the potential environmental and social impacts are accounted for. To pave 2,234 km (1,388 mi) of the Trans-Amazonian Highway, for instance, 561,000 hectares (1.38 million acres) of forest would be destroyed. In terms of the impact on biodiversity, water, carbon storage, and the integrity of protected areas, BR-163, BR-230, and BR-319 would do the most significant damage to the environment, the study found. Paving 496 km (308 miles) of BR-163 alone would cause 400 million metric tons of carbon dioxide emissions by 2030.
As dire as these figures look, the true extent of the damage would be even greater because of the unofficial roads that would sprout off these main highways, the study authors said. Construction and improvement of these primary roads, they wrote, “might potentially lead to the construction of secondary, tertiary, and even illegal roads in the region, promoting additional impacts.”.
“Unofficial roads usually come from official ones,” Imazon’s Souza said. He blamed poor environmental impact assessments for allowing this proliferation of roads, adding that the major official highways also harm protected areas and Indigenous territories.
“There are areas where roads should not be built, as environmental and social damage would be greater than potential benefits,” Vilela said. “Ideally, the definition of these variables should involve all individuals directly affected by the project.”
The DNIT told Mongabay that its responsibility is limited to federal roads listed in the National Road System database, which doesn’t include unofficial roads. Mongabay also contacted IBAMA, the Brazilian environmental protection agency, and ICMBio, the government institute that oversees protected areas, but didn’t receive any response to requests for comment by the time this story was published.
Citations:
Botelho, J., Costa, S. C., Ribeiro, J. G., & Souza, C. M. (2022). Mapping roads in the Brazilian Amazon with artificial intelligence and Sentinel-2. Remote Sensing, 14(15), 3625. doi:10.3390/rs14153625
Barber, C. P., Cochrane, M. A., Souza Jr, C. M., & Laurance, W. F. (2014). Roads, deforestation, and the mitigating effect of protected areas in the Amazon. Biological Conservation, 177, 203-209. doi:10.1016/j.biocon.2014.07.004
Vilela, T., Malky Harb, A., Bruner, A., Laísa da Silva Arruda, V., Ribeiro, V., Auxiliadora Costa Alencar, A., … Botero, R. (2020). A better Amazon road network for people and the environment. Proceedings of the National Academy of Sciences, 117(13), 7095-7102. doi:10.1073/pnas.1910853117
Editor’s Note: The natural world is dying and time is running out. DGR believes it is necessary to take any action possible to stop the destruction of the natural world. We believe sabotage of key infrastructures are more effective than social movements to bring the industrial civilization (and its death drive) down. In these dire times, we are glad to see increasing adoption of and advocacy for eco-sabotage. Fear that these actions will lead to further hostility from the powerful against the environmental movement are baseless. The powerful (including in UK) are already hostile to the environmental movement and the natural world. Any impact on hostility from the powerful is minimal.However, when it comes to tactics and strategy, context matters. No tactic can be judged as “effective” or “ineffective” in isolation. Goals, assumptions and political circumstances must be considered before selecting methods. As such, we think target selection is critical in evaluating an act of ecosabotage. Pipelines that transport oil are an example of strategic target selection. Windows of organizations linked to fossil fuels are not. Smashing windows or other similar small-scale acts of minor eco-sabotage may be useful for training and propaganda but it does little to challenge the power structure. Minor acts of eco-sabotage may be useful in drawing attention to the issue, by giving media attention to the issue (which is not guaranteed). DGR advocates to move beyond social-political goals and into physical material ones: challenging the power structure that enables destruction of nature through strategic dismantling of global industrial infrastructures.DGR also follows security culture. We maintain a strict firewall between underground action and aboveground organizing. That’s why, as an aboveground organization, we do not engage in any forms of underground action, nor do we know about any underground actions except through information published elsewhere. This article was originally published on opendemocracy.net
By Jack McGovan/Open Democracy UK climate activist group Pipe Busters first broke into the construction site for the Southampton to London Pipeline (SLP) in June. Using an array of carefully selected tools, from bolt cutters to a circular saw, they damaged several sections of uninstalled pipeline and a construction vehicle. This wasn’t a random act: the pipeline’s main function is to supply Heathrow with aviation fuel. “Aviation is a planet killer,” said Pipe Busters in an emailed statement. “Pipe Busters act to halt the expansion of flying that the SLP would make possible.” https://twitter.com/StopTheSLP/status/1539609635002400771 In a year in which heat records were smashed across the globe, a new wave of climate activists seems to have simultaneously begun its own campaign of breaking things. During the summer, Just Stop Oil activists destroyed several petrol pumps on the M25, while This Is Not a Drill smeared black paint on buildings and smashed the windows of organisations linked to fossil fuels. The disruption has continued into the autumn. Last week, Just Stop Oil threw black paint on Altcourse prison in Liverpool, in protest at one of their number being held in custody. On Monday, This Is Not a Drill’s website reported that campaigners had broken the front windows of the Schlumberger Cambridge Research Centre at Cambridge University, to draw attention to the recent disastrous flooding in Pakistan. Outside the UK, the French arm of Extinction Rebellion made the news for filling golf course holes with cement. Another group, the Tyre Extinguishers, have started a crusade against SUVs in urban environments across a number of countries by deflating their tyres. Not that long ago, climate activism made the headlines for school children skipping class to protest, so these more radical tactics seem to mark a turning point.
Losing patience
“I’ve tried all the conventional main means of creating change – I’ve had meetings with my MP, I’ve signed petitions, I’ve participated in public consultations, I’ve organised and taken part in marches,” says Indigo Rumbelow, a Just Stop Oil activist. “The conventional ways of making change are done.” Marion Walker, spokesperson for the Tyre Extinguishers, added: “We want to live in towns and cities with clean air and safe streets. Politely asking and protesting for these things has failed. “The only thing we can do is make it impossible or extremely inconvenient to own [an SUV].” The need for urgent action on the climate is not in doubt. These campaigners are frustrated by what they see as a lack of meaningful steps taken by governments to stem the flow of carbon into the atmosphere. Despite the need to move away from fossil fuels, for instance, the UK government recently opened up a new licensing round for North Sea oil and gas. Andreas Malm, associate professor in human ecology at Lund University in Sweden, made the case for sabotage as a legitimate form of climate activism in his provocative 2021 book ‘How to Blow Up a Pipeline’ – and he seems to have inspired others to follow his lead. Deflating SUV tyres, for example, is something Malm writes about and says he has done in the past. But is breaking stuff – temporarily or otherwise – really an effective form of action for a movement trying to communicate on such a serious issue? “Coordinated, sustained social movements that do destroy property tend to be pretty effective over the long term,” says Benjamin Sovacool, professor in energy policy at Sussex University. Sovacool highlights three global movements – the abolition of slavery, the prohibition of alcohol and the civil rights movement – that used violence, including destroying property, to achieve their goals. “Some work in sociology even suggests that violent social movements are actually more effective than non-violent ones,” he adds. In his own paper, Sovacool cites research from the late 20th century that looked into US social movements, and found that American activists in the 1980s who were willing to use violence were able to reach their objectives more quickly than those who weren’t. He goes on to describe a number of actions that could fall under the umbrella of violence, from destroying property through to assassinations and bombings. Others refer to property destruction as “unarmed violence”, and research suggests movements that adopt this specific style of violent tactic are more successful than others. Movements highlighted as having used unarmed violence include the Chuquisaca Revolution in 1809, and the overthrowing of the military dictatorship in Argentina in 1983. But there isn’t a consensus. Other research looking at similar kinds of movements comes to a different conclusion, indicating that violent tactics are less successful in specific cases, such as those seeking regime change. For any kind of action to have an impact, though, it has to be noticed. German climate movement Letzte Generation, part of the international A22 network that includes Just Stop Oil, sabotaged a number of fuel pipelines across Germany this spring – more than 30 times in total, the group claims. “We asked ourselves, what can we do to really put pressure on the government to give us a reaction towards our demands?” says Lars Werner, who was involved in the action. “We did it publicly – it wasn’t an action that we wanted to hide from.” But despite their enormous logistical efforts, the media coverage was underwhelming. The corporations targeted didn’t react publicly, either. “The government could ignore what we were doing because there wasn’t much attention,” says Werner. Following the action, the group reverted to its old tactics of blocking roads.
Accountability or anonymity?
Indigo Rumbelow is keen to highlight the importance of accountability – showing names and faces – to Just Stop Oil’s activism. Other groups, such as the Tyre Extinguishers, prefer to remain anonymous. “We’re trying to change the narrative around fossil fuels,” says Rumbelow. “We’re not trying to materially stop fossil fuels – we don’t have enough people, resources or power for that. “But by having our face attached to the action and being able to explain, ‘I did this and I believe that I am right because it’s the only right thing to do’ – that’s how we’re going to change the political story,” she says. Choosing to remain anonymous, and not being accountable for your actions, can also be risky. “If you put a mask on, there’s the danger of labelling those people in masks as terrorists,” says Laurence Delina, assistant professor in environment and sustainability at the Hong Kong University of Science and Technology. He adds that this can be taken advantage of by others, such as fossil fuel interests, to demonise activists and undermine their message.
Indigenous communities
Those on the frontlines of resource extraction, however, don’t have the privilege of being able to decide whether they want to be accountable or not. Many Indigenous communities – such as the Wet’suwet’en, Pacheedaht, Ditidaht, Mapuche and Sioux peoples across the American continent – have used their bodies to obstruct pipelines, as well as logging and mining vehicles, that would otherwise destroy their lands. Some have resorted to arson to protect their way of life. Not only do these communities have fewer options; retaliation is usually more severe too, sometimes deadly. A Guardian investigation revealed in 2019 that Canadian police had discussed using lethal force against Wet’suwet’en activists blocking the construction of a gas pipeline. Last year, Global Witness reported that 277 land and environmental activists were murdered in 2020 for defending their land and the planet. Most of these incidents occurred in the Global South. Despite differences in opinion, there is a consensus among Malm, Walker and Rumbelow that sabotage, if used, would be most successful as part of a broader movement – that it is one tool in a wider arsenal, not the answer in itself. Delina thinks that sabotage is a legitimate tactic, but only in situations where all other avenues of action have been explored, emphasising that he thinks non-violent actions are preferable. Sovacool doesn’t advocate for sabotage, but agrees that a multiplicity of tactics is useful, and that it’s important for us to be able to talk about how successful sabotage has been in the past. “I think each person has to decide on their own threshold for action,” he says.
Featured image: Sabotage of a train in Copenhagen on March 27, 1945 by National Museum of Denmark via Picryl
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