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Hell is shopping for eco poop bags.
As much as I’m aware that blaming the climate crisis on individual consumer choices is a favorite smokescreen of large corporations and fossil fuel companies, it still totally kills me to buy single-use plastic bags. So when my household recently ran out of the 900 black disposable litter bags we’d bought on Wirecutter’s recommendation eons ago, I decided to be a Good Person and replace them with the most environmentally friendly option I could find. I mean, how hard could it be?
Hoo boy.
What started out as a naïve quest to find the greenest pet waste receptacle has become my Joker origin story. It’s turned me into Mark Ruffalo in Dark Water, except instead of taking on Dupont, I’m hounding companies with names like The Original Poop Bag and Doggy Do Good for the chemical makeup of their “green” bags. I’ve been red-pilled on advanced recycling. And, worst of all, I still haven’t actually bought a replacement — because the entire “green,” “biodegradable,” “plant-based,” “compostable” pet waste bag industry is built on misdirections, half-truths, and outright lies.
This might seem like a ridiculous thing to have spent my time obsessing over (and I don’t entirely disagree with you). But the greenwashing and obfuscation around these bags is part of a bigger story. Plastics are the fossil fuel industry’s last stand. The renewable energy transition, albeit in fits and starts, is here. Seeing the writing on the wall, companies like ExxonMobil, Shell, and Saudi Aramco are heavily investing in petrochemicals, which are used to make plastic and are expected to make up half of oil demand growth between now and 2050, according to the International Energy Agency (IEA). As Armco president and CEO Amin Nasser has reassured his cohorts, oil demand from petrochemicals is expected to remain high “no matter which energy transition scenario plays out.”
But I’m getting ahead of myself.
This story starts with much cuter villains: my cats.
Meet the adorable antiheroes of this story, Marinka and Virginia:
This whole piece is just an excuse to show you a picture of my cats.Jeva Lange/Heatmap
These two cutie pies don’t know it, but they diligently contribute to the 5.1 million tons of feces produced by America’s dogs and cats every year. One estimate of the dog sector alone found that disposing of all that waste adds some 500 million single-use bags to U.S. landfills annually.
The evils of single-use plastic bags have already been drilled into most of our heads by now: They take years to break down and when they do, they don’t decompose but rather turn into tiny microplastics that end up in the soil, waterways, food chain, and even our bloodstreams and breast milk. There is one seemingly great and trendy way to get around this: compostable bags!
Alas, if something sounds too good to be true, it is. For one thing, the “compostable” claims made by eco-friendly pet companies are wildly misleading. Though brands like to imply that their bags decompose and disappear like any other yard waste, these products only break down within a year under the extremely specific conditions of a commercial composting facility — very, very few of which even accept pet waste in the first place. As a result, the FTC has flagged that “compostable claims for these products are generally untrue.”
A "compostable" poop bag available on Chewy.com...Chewy.com
...and why you should always read the fine print.Chewy.com
Companies love to exploit consumers’ lack of knowledge around these terms and processes, though, and are mostly free to do so since the language isn’t strongly regulated. Often brands will brag that their compostable bags meet the “ASTM D6400 standard,” which just means they meet the industrial composting standard — again, pretty useless for us in this context. (Touting the ASTM D6400 standard is also often a way for brands to hide that their bags are made with virgin fossil fuels … more on that soon).
The bigger question when it comes to composting pet waste is, do we even want to? Dogs and cats are meat eaters, which means their poop contains parasites and bacteria like roundworms and hookworms, which can last for years in the soil and even be passed onto humans if used as a fertilizer for edible plants. While maybe this doesn’t sound like it could be that big of a problem, it is: “A study by the Bureau of Sanitation found that 60% of the bacteria in a Marina Del Rey, [California,] waterway was because of animals, domesticated and feral,” the Los Angeles Times reports. Gross.
This is one time you’ll ever hear me say that dog people have it better, though. Done correctly, dog owners actually can home compost dog waste if they’re so inclined. That said, a major downside of compostable bags is that they seem to lead some people to the impression that they can litter trails and parks with their “green” bags since the bags will eventually “go away.” As previously discussed: No, they won’t.
Cat waste, however, never basically should end up in your garden: Felines carry the parasite Toxoplasma gondii, which can be passed onto humans via compost but has been found to kill wildlife, including the sea otters in California. “Toxoplasma infections contribute to the deaths of 8 percent of otters that are found dead, and is the primary cause of death in 3 percent,” The New York Times explains. While feral cats used to be blamed for spreading the parasite, new evidence shows house cats almost certainly are, too — through their waste.
So compostable pet waste bags are out. As one municipality put it, dog and cat poop should be treated like what it is: not a fertilizer, but a pollutant. That means it needs to be sequestered, one way or another, in a landfill.
Just going to nip this one in the bud. For the same reason that composting pet waste isn’t advisable due to parasites and bacteria in four-legged meat-eaters’ feces, flushable pet waste bags and litter aren’t a safe or responsible choice, either.
Many waste treatment facilities don’t kill Toxoplasma, so putting cat poop in the toilet just expedites its journey into your local waterway. Indeed, in responding to an utterly unhinged email I sent them about cat waste, the California Association of Sanitation Agencies confirmed that “the only thing that should be flushed is human waste and toilet paper.”
Biodegradable pet waste bags are what radicalized me.
At first glance, these bags appear to be the best option. A number of them come on the recommendation of the sustainability website Treehugger. The product websites usually feature blogs full of reassuring information about how harmful plastic waste is, or boast 1% for the Planet certifications, or mention something about being made of cornstarch. Even the bags are green!
And almost all of them, despite their lofty claims, are made using virgin fossil fuels.
Polybutylene Adipate Terephthalate, or “PBAT,” is a biodegradable plastic made from the petrochemicals butanediol, purified terephthalic acid (PTA), and adipic acid. Translation: Fossil fuels must be extracted in order to make any bag that contains PBAT, which is virtually all of them.
Companies are exceptionally sneaky about this, though. Some of the brands boast outright about using PBAT as a traditional plastic alternative, likely assuming customers have no idea what the acronym means and won’t bother looking it up. Yet as Alice Judge, a former veterinarian and co-founder of the U.K.-based sustainable pet website Pet Impact, found in her own investigation, PBAT rarely makes up less than 60% of these supposedly “plant-based” pet waste bags. “There is some really concerning greenwashing and outright lying” going on in the industry, she told me. “We’ve found brands that are very big, reputable brands even saying explicitly ‘100% plant-based’ and in the same sentence saying ‘made from cornstarch and PBAT.’”
"Zero plastic" — but contains a fossil fuel-derived chemical called PBAT.Sirwaggingtons.com
PBAT is typically combined with cornstarch or sugarcane, so a “plant-based” bag advertising those ingredients can often be a tip-off that a fossil fuel product is also involved. Additionally, companies will frequently flag on their packaging that they meet the ASTM D6400 or BPI standards, though these have no provisions against certifying biodegradable products that contain PBAT.
Pet waste bag companies appear to go out of their way to avoid these admissions. Doggy Do Good, a popular sustainable pet waste company, told me in an email they use a “proprietary bio-based material” for “60.9% of the composition of their bags” — that is, the expected amount of PBAT — and added that “this fully biodegradable copolymer is an excellent alternative to polyethylene.” When I pressed to clarify if their proprietary “biodegradable copolymer” in question was PBAT, as I suspected, they stopped replying to my emails. The Original Poop Bag, another green bag company, didn’t answer me at all when I asked if their bags contained the fossil fuel product.
Despite these avoidance tactics, biodegradable bag companies aren’t using PBAT because they nefariously want to ruin the planet. It’s just the dirty secret of the pet waste bag business. As Judge explained in a blog post, “All poo bags have to include PBAT for strength and structure. If they were 100% plant-based, they would turn to mush very quickly when wet, lack strength, and tear easily (some qualities you really don’t want in a poo bag!).”
Fair enough. It’s the lack of transparency that is the problem: Most of these companies are selling fossil fuel-based products to customers who think they’re buying bags made from corn.
What's the other 62%?Doggydogood.com
Ultimately, there are two ways to think about the impact of the pet waste bags you buy: the impact of the materials used to make them and the impact of their disposal. If the latter is your biggest concern — what happens to bags after they’ve been used — biodegradable and “plant-based” bags are still probably the best, if imperfect, option available on the market. You can throw them in the trash (where they belong because again, pet poop is a pollutant) but also know at least that they’ll eventually biodegrade in a landfill (it should be noted, though, that everything is technically biodegradable, and the word means nothing without specification about the timeline and conditions).
From an “input” perspective — what the bags are made of, and how — biodegradable and “plant-based” bags are a little less exciting. They require less virgin fossil fuel than buying a bag entirely made out of traditional single-use plastic, though some research has suggested there is “no real difference in lifetime emissions between” products made with traditional plastic and those made from bioplastics. By another estimate, greenhouse gas emissions “are typically higher for bio-based plastics than recycled and virgin plastics” because “corn requires large amounts of energy, space, and water to grow industrially” and “turning the corn starch (once cultivated) into a polymer requires considerable energy.”
There is one major exception to all of this: Avoid “oxo-biodegradable” products. These are banned in the EU because they break down, sure — but into toxic microplastics.
Though they’re comparatively rare, you can find “recycled plastic” pet waste bags on the market. They apparently cut down on virgin fossil fuels by recycling plastic that’s already been extracted. (Judge’s company, Pet Impact, sells its own poo bag made from recycled ocean plastic, oyster shell waste, and “about 25 to 30%” virgin fossil fuels).
Even 100% recycled materials have their problems.
But while recycled plastic sounds great, it has — you guessed it — its own complications.
“Chemical” or “advanced” plastic recycling is the current sweetheart of the oil and gas industry, despite evidence that recycling plastic isn’t nearly as good as it’s chalked up to be. For one thing, the process of converting old plastics into new plastics is incredibly emissions-intensive and thus requires the burning of fossil fuels to generate the required energy. The recycling process can also spew cancer-causing chemicals into the air that disproportionately poison low-income communities of color, like those in “Cancer Alley.”
This is a problem that stretches far beyond the humble poo bags: Hundreds of companies now sell everything from clothes to shoes to shampoo bottles on the boast that they’re made from recycled plastics. Yet “by feigning ‘recycling’ (really, downcycling) of plastic pollution, companies can divert attention from their role in perpetuating this crisis while pulling in profits,” stresses the advocacy group Plastic Pollution Coalition. Recycled plastic can be just another smokescreen when what’s really needed is a reduction of single-use plastics altogether.
But it was reducing single-use plastics that got me into this whole mess in the first place.
In March 2020, a month when nothing else of note was happening, New York City banned single-use carryout plastic bags, joining San Francisco and a number of other towns around the country. But like many pet owners, grocery store plastic bags had been our go-to litter scooping bags. As we became more conscious of single-use plastics in some parts of our lives, it led us to buy … a bunch of single-use plastics to use for our pets.
As the pandemic wore on, my husband and I eventually decided to fly across the country with Marinka and Virginia in order to be with our families. There, my stepmother introduced us to a revolutionary new poop bag. It didn’t require the extraction of any new fossil fuels, and while it doesn’t break down in a landfill, it also won’t poison any otters.
The name of this holy grail of poop bags? Trash.
Empty bread bags can become the perfect chutes for scoops of litter. Plastic packaging gets a second life as a final resting place for kitty unmentionables. Bags of dry cat food, once exhausted, can be refilled.
This isn’t a perfect solution, either (for example, “produce bags aren’t engineered to be particularly durable, nor to hold in liquids or odors,” Wirecutter warns with the confidence of experience). But if I’ve learned anything in this mad, scatological journey, it’s that there is no perfect solution. What satisfies one person’s environmental concerns — about greenhouse gas emissions, fossil fuel extraction, or waste and pollution — might not satisfy someone else’s. And at a certain point, you have to make a choice, and likely a compromise, and then move on to focusing on the things that make a bigger difference, like what you drive, where you get your power from, or what you eat.
All this is to say, the trash method works for me because it makes single-use plastics destined for the landfill anyway into twice-use plastics. And at least it allows me not to think about cat poop anymore.
I think I’ve done enough of that to last me a lifetime.
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What he wants them to do is one thing. What they’ll actually do is far less certain.
Donald Trump believes that tariffs have almost magical power to bring prosperity; as he said last month, “To me, the world’s most beautiful word in the dictionary is tariffs. It’s my favorite word.” In case anyone doubted his sincerity, before Thanksgiving he announced his intention to impose 25% tariffs on everything coming from Canada and Mexico, and an additional 10% tariff on all Chinese goods.
This is just the beginning. If the trade war he launched in his first term was haphazard and accomplished very little except costing Americans money, in his second term he plans to go much further. And the effects of these on clean energy and climate change will be anything but straightforward.
The theory behind tariffs is that by raising the price of an imported good, they give a stronger footing in the market; eventually, the domestic producer may no longer need the tariff to be competitive. Imposing a tariff means we’ve decided that a particular industry is important enough that it needs this kind of support — or as some might call it, protection — even if it means higher prices for a while.
The problem with across-the-board tariffs of the kind Trump proposes is that they create higher prices even for goods that are not being produced domestically and probably never will be. If tariffs raise the price of a six-pack of tube socks at Target from $9.99 to $14.99, it won’t mean we’ll start making tube socks in America again. It just means you’ll pay more. The same is often true for domestic industries that use foreign parts in their manufacturing: If no one is producing those parts domestically, their costs will unavoidably rise.
The U.S. imported over $3 trillion worth of goods in 2023, and $426 billion from China alone, so Trump’s proposed tariffs would represent hundreds of billions of dollars of increased costs. That’s before we account for the inevitable retaliatory tariffs, which is what we saw in Trump’s first term: He imposed tariffs on China, which responded by choking off its imports of American agricultural goods. In the end, the revenue collected from Trump’s tariffs went almost entirely to bailing out farmers whose export income disappeared.
The past almost-four years under Joe Biden have seen a series of back-and-forth moves in which new tariffs were announced, other tariffs were increased, exemptions were removed and reinstated. For instance, this May Biden increased the tariff on Chinese electric vehicles to over 100% while adding tariffs on certain EV batteries. But some of the provisions didn’t take effect right away, and only certain products were affected, so the net economic impact was minimal. And there’s been nothing like an across-the-board tariff.
It’s reasonable to criticize Biden’s tariff policies related to climate. But his administration was trying to navigate a dilemma, serving two goals at once: reducing emissions and promoting the development of domestic clean energy technology. Those goals are not always in alignment, at least in the short run, which we can see in the conflict within the solar industry. Companies that sell and install solar equipment benefit from cheap Chinese imports and therefore oppose tariffs, while domestic manufacturers want the tariffs to continue so they can be more competitive. The administration has attempted to accommodate both interests with a combination of subsidies to manufacturers and tariffs on certain kinds of imports — with exemptions peppered here and there. It’s been a difficult balancing act.
Then there are electric vehicles. The world’s largest EV manufacturer is Chinese company BYD, but if you haven’t seen any of their cars on the road, it’s because existing tariffs make it virtually impossible to import Chinese EVs to the United States. That will continue to be the case under Trump, and it would have been the case if Kamala Harris had been elected.
On one hand, it’s important for America to have the strongest possible green industries to insulate us from future supply shocks and create as many jobs-of-the-future as possible. On the other hand, that isn’t necessarily the fastest route to emissions reductions. In a world where we’ve eliminated all tariffs on EVs, the U.S. market would be flooded with inexpensive, high-quality Chinese EVs. That would dramatically accelerate adoption, which would be good for the climate.
But that would also deal a crushing blow to the American car industry, which is why neither party will allow it. What may happen, though, is that Chinese car companies may build factories in Mexico, or even here in the U.S., just as many European and Japanese companies have, so that their cars wouldn’t be subject to tariffs. That will take time.
Of course, whatever happens will depend on Trump following through with his tariff promise. We’ve seen before how he declares victory even when he only does part of what he promised, which could happen here. Once he begins implementing his tariffs, his administration will be immediately besieged by a thousand industries demanding exemptions, carve-outs, and delays in the tariffs that affect them. Many will have powerful advocates — members of Congress, big donors, and large groups of constituents — behind them. It’s easy to imagine how “across-the-board” tariffs could, in practice, turn into Swiss cheese.
There’s no way to know yet which parts of the energy transition will be in the cheese, and which parts will be in the holes. The manufacturers can say that helping them will stick it to China; the installers may not get as friendly an audience with Trump and his team. And the EV tariffs certainly aren’t going anywhere.
There’s a great deal of uncertainty, but one thing is clear: This is a fight that will continue for the entirety of Trump’s term, and beyond.
Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.