B5. Resilience, Third Nature, and Transition

The largest intact ecosystem in the lower 48 states is being sold off because Americans were trained to see it as wasteland.

Carbon dioxide removal (CDR) technologies will need to be deployed at rates even faster than those seen for solar power, if the world is to have a chance of limiting global warming to 1.5C by 2100, says a new report.

The war in the Middle East has exposed the costs of fossil fuel dependence, but the path to renewable energy looks very different across regions.

Driverless taxis spend just as much time driving around without a passenger as regular taxis, according to a new study — a finding that reveals a major shortcoming for a technology that boosters say will revolutionize transportation forever.

The study in the journal Transport Findings reveals that robotaxis spend roughly 45 percent of their total mileage without passengers — which is so close to regular taxis that one transportation industry expert feels he’s been lied to.

“I’ve been assured by these industry insiders that deadheading would fall to very low levels with robotaxis, but it’s pretty clear that’s not happening,” said David Zipper, a contributing writer at Bloomberg.

The concern is obvious: Commercial robotaxis are on the rise across the United States. According to the study —  “Millions of Trips, “Waymo” Empty Miles: California’s First Thousand Days of Commercial Robotaxi Service” — robotaxi prevalence has grown by an average of 15 percent monthly since they were first introduced in August 2023. That 15 percent is consistent across all measures: trips completed, miles traveled and passengers carried.

Here’s a Waymo in San Francisco.

But the potential for robotaxis is also obvious: Unlike traditional taxi companies, which manage individual drivers, robotaxi companies manage fleets of cars. As a result, these companies should be able to program the vehicles’ routes to avoid excessive deadheading. Instead, both traditional ride share and robotaxis travel almost half of their mileage without passengers. 

But change is happening … a little. According to the study, robotaxis now spend an average of 18 minutes empty between consecutive passenger trips, down from 28 minutes since 2023, likely due to an expanded fleet size which has allowed for a more efficient distribution of robotaxis, according to the author of the study. 

Still, author Awad Abdelhalim, added that a larger fleet means more cars deadheading overall, so “it cancels some of those benefits.” 

Awad said he wasn’t surprised by the findings because taxi companies like Waymo are deploying their fleets using the same old methods of offering taxi service — namely by sending cars out of a depot.

“There is quite a bit of deadheading naturally required to distribute vehicles across the service area to be able to serve customers,” said Abdulhalim. He added that traditional ride share has “some ‘natural’ distribution of vehicles based on where drivers are starting from based on home locations.”

Robotaxis also travel without a passenger while waiting to be assigned one, and this measurement has remained steady throughout the course of the study. 

“That’s the biggest problem,” said Zipper. It’s unclear exactly what robotaxis are doing during that time, but reporting from San Francisco and other cities where these cars operate suggests that they are, more or less, driving around aimlessly, passengerless.  

Robotaxis only operate in select metropolitan areas included San Francisco, the Bay Area and Los Angeles, highly congested areas where deadheading only makes matters worse.

“The presence of empty robotaxis does thicken traffic,” Zipper said. “All of these deadhead miles seem to counteract the safety claims that robotaxi companies have.”

Waymo, the company leading the charge on robotaxis, has claimed — extensively, on its website — that its vehicles will make streets safer.

• A Planetizen analysis found that the majority of 13,000 public comments on the House transportation funding authorization bill want Congress to fund transit, walking and biking, safety, wildlife crossings and faster approval for projects. Instead, the bill cuts funding for public transit and passenger rail (Rail Passengers Association). It will also give red states more freedom to spend federal dollars on highways, but give a greater share of funding to mostly blue municipalities (Brookings Institute).
• Two-thirds of Americans over the age of 50 say public transit is important to them, and three-quarters support transit-oriented development, according to an AARP poll.
• After Sound Transit opened the Crosslake Connection in March, ridership on Seattle’s Link light rail system rose by 46 percent (Seattle Transit Blog), making it the busiest light rail system in the country (The Urbanist).
• Sound Transit is also installing fare gates at 14 stations. (KOMO)
• The Philadelphia city council approved a budget that did not include Mayor Cherelle Parker’s proposed taxes on rideshares and deliveries (6 ABC).
• Meanwhile, a state lawmaker from Philadelphia proposed outlawing surge pricing during major events like concerts and games. (NBC 10)
• The Plain Dealer wonders what to do about e-bikes taking over Cleveland sidewalks. Maybe build more bike lanes?
• The transit and transportation safety advocacy group Activate St. Pete endorsed Brandi Gabbard for mayor of St. Petersburg. (Florida Politics)
• Atlanta launched an autonomous shuttle linking MARTA to the Beltline. (AJC; paywall)
• Lincoln, Nebraska’s switch from streetcars to buses really was the result of a conspiracy. (Flatwater Free Press)
• A Huntsville nonprofit refurbishes donated bikes and gives them to the homeless. (WAFF)
• Ethiopia’s air is getting cleaner since it instituted the world’s first ban on importing gas- and diesel-powered cars and started buying electric buses. (DW)
• Toronto is closing a dangerous intersection to cars and diverting drivers elsewhere. (CBC)

Reflexiones sobre la seguridad en una época de profunda crisis civilizatoria - Una conversación Fecha y horario * Fecha: 17 de junio, 2026 * Horario: 1pm GMT * Enlace de Registro: Aquí * Participantes: Manuel Rozental (Colombia) y Deepa Sinha (India)

Conceptualizing Security in a Time of Deep Civilizational Crisis - A conversation Date and time * Date: June 17th, 2026 * Time: 1pm GMT * Registration Link: Here * Speakers: Manuel Rozental (Colombia) and Dipa Sinha (India) * Moderation: Madhuresh Kumaralternativesalternativesalternatives

A new solar-powered desalination device could help address society’s growing thirst for freshwater and energy. The device has specially engineered solar panels that pull potable water from seawater while also extracting salts, including lithium. Because it removes salts, the system does not produce harmful brine waste.

Researchers at the University of Rochester reported the device in the journal Light: Science and Applications. And in a recent related paper published in the Journal of Materials Chemistry A, the team showed that the panels can be tweaked to separate lithium from the recovered salts. The modified device extracted about half of the lithium from Great Salt Lake water samples.

According to the United Nations, the world has entered an “era of global water bankruptcy”. About 2.2 billion people do not have access to safely managed drinking water, and 3 billion live in areas where total water levels are declining or unstable.

Many parched regions of the world rely on desalination plants that convert seawater into fresh water. But the technologies used today are energy-intensive and expensive. They also generate large volumes of concentrated briny water that is discharged into the ocean where it can damage local ecosystems.

So the Rochester team took inspiration from the coffee ring effect to design their new solar desalination device. First, they etch small, black metal panels with ultra-fast lasers to make special solar panels. The textured black surface absorbs nearly all incoming sunlight and is very good at attracting water.

The patterned region quickly wicks water. As the device absorbs sunlight, the water evaporates and is distilled into fresh water. Meanwhile, the metal’s grooves are patterned in a way that they guide the salts and minerals outward to the edges of the active area, much like a coffee ring is formed as liquid evaporates and push the solid particles out in a circle.

For lithium extraction, the researchers embedded hydrogen titanate nanoparticles into the panel’s grooves. The particles selectively trap lithium ions selectively while other salts move to the passive collection zone.

“Mining lithium from the Earth has proven to be very taxing from an energy and environmental standpoint, so pulling lithium directly from saltwater could be a very important future route,” said Chunlei Guo, a professor of optics and physics, in a press release.

Sources:

• Luheng Tang et al. Additive-free and brine-discharge-free solar-thermal desalination with simultaneous complete mineral mining from ocean water. Light: Science, 2026.
• Luheng Tang et al. Rapid lithium extraction via solar-thermal interfacial evaporation with zero liquid discharge. Journal of Materials Chemistry A, 2026.

Image: University of Rochester photo / J. Adam Fenster

An encounter with a singing cardinal in a quiet spring woodland prompts a reflection on what birdsong can teach us about listening and the overlooked connections that bind human life to the wider living world.

In flood-prone northern Bihar, women transformed savings groups and kitchen gardens into a thriving local market that boosts incomes, strengthens food security and helps communities adapt to increasingly unpredictable climate.

Many participants framed the first international Conference on Transitioning Away from Fossil Fuels in Colombia as a historic turning point. But with no binding pledges and reliance on voluntary coalitions, its impact now hinges on whether governments turn rhetoric into enforceable policies.

Believe it or not, America has the largest train network in the world, but it’s mostly used by freight companies who ship coal at five miles per hour. But how on earth did things get so bad for trains that carry people?

If you need a crash course in why it’s so hard to travel a long distance in America outside of a car or an airplane, look no further than one of our favorite YouTube channels, Climate Town, to learn about the last 200 years of U.S. passenger rail history in under 30 minutes.

And because it’s created by the hilarious “guy with a climate science and policy degree” Rollie Williams and his crack team of researchers and producers, we promise it’ll be one of the most informative and funny things you’ll watch all month. Seriously: make it all the way to the end for a truly deranged illustration of a horse, more than one jump scare of Jim Cramer eating Spam, and most important, a recipe for fixing this mess and getting America’s transportation future back on the rails:

• Can more investment save Brightline? The first privately owned intercity rail company in the U.S. since the formation of Amtrak in the 1970s looked like it would be a huge success, but is now on the verge of going bankrupt. It’s not quite fast enough, a bit too expensive, and because it uses existing at-grade rail lines, kills a lot of people. (Fast Company)
• Despite high gas prices, Americans were driving more than ever in April, according to new Federal Highway Administration statistics. (Wall Street Journal; paywall)
• Electric vehicle owners save money on gas and maintenance, but they pay an average of $1,000 extra for insurance because EVs cost more to fix after a crash. (Grist)
• Planners have retreated from politics since the Jane Jacobs area and no longer lead community discussions about transportation or other issues, writes Billy Cooney. (Southern Urbanism)
• Commercial roads lined with aging strip malls could become transit-oriented boulevards with mixed-income housing instead. (Architect Magazine)
• Almost half the miles driven by California’s Waymo robotaxis are “deadheading,” without any passengers inside. (Findings)
• Texas is cracking down on immigrant school bus drivers, already in short supply. (Observer)
• Oregon Gov. Tina Kotek’s administration is treating the failure of a transportation funding referendum as a PR problem, not a policy one. (Oregon Public Broadcasting)
• Voters in two Bay Area counties overwhelmingly approved a sales tax measure to fund rail transit. (KQED)
• The Illinois legislature passed a bill allowing Uber and Lyft drivers to unionize. (Capitol News)
• Transit advocates want to make sure addressing a funding shortfall is at the top of Pennsylvania legislators’ minds. (Capital-Star)
• As the Trump administration continues to make hay over a supposed crime wave on transit, the Federal Transit Administration is now investigating MARTA after a stabbing on an Atlanta train and another at a station. (WABE)
• Minneapolis bikeshare Nice Ride shut down in 2023, but could return with e-bikes. (MinnPost)
• Warsaw is turning a large parking lot in front of a government building into a park. (Pragmatika)
• Coach operator FlixBus restored the route number 666 to a bus connecting Krakow and the Polish seaside resort of Hel. (BBC)
• Walking and biking rather than driving made an Irish Times writer feel more connected to her city.

Sometimes, you have to take the long view, so this week, we’re joined by Ryan Avent, author of, “In Good Faith: How the Nature of Belief Shapes the Fate of Societies” to discuss The Big Issues: human evolution, the impact of collective knowledge and culture, and the need to create a new story about the future of society. It gets deeper than that: We also discuss grass-is-greener thinking on infrastructure, the nature of belief without the need for evidence, and the fact that there is no perfect past.

This is a “Talking Headways” for the Ages, so let’s review all the ways you can enjoy this spirited content:

• Click here for a full transcript, albeit with some AI typos.
• Click the player below to listen.
• Or check out the lightly edited excerpt below the player.

Jeff Wood: Usually when I’m thinking about cities and reading a book like “The City History” by Lewis Mumford or whatever it might be, it’s always usually going back 5,000 years. It’s not going back 100,000 years, which I got from reading your book.

That was a really important part of it, because this slow process is building upon itself and all of the cell creation and whatever was happening to apes led to civilization as it is now. And that process was really interesting because usually we think about civilization as like a point that we started building cities, and then we went from there. But actually it goes back even further to this idea of care and caring.

Ryan Avent: As humans, as historians, people love to chop things up into eras and say, “Oh, this sort of revolution unfolded here, and thereafter we were completely different.”

And we do this all the time. We do it with agriculture and the first cities and states and with the Industrial Revolution. And I think it’s important to realize a couple things. One, that these big moments come together slowly out of a lot of accumulating changes in the past, and we can only understand them in that way, right?

As much as it might seem like there are specific individuals or societies or civilizations that figure something out that no one ever figured out before, change is generally evolutionary. But the other side of that is the question of whether there is this process of cultural adaptation that’s going on throughout our whole history, right?

And we have to learn to develop the ideas and the stories that allow us to kind of exploit particular niches, right? So agriculture, when we first became dependent on it, was awful. It was way worse than hunting and gathering. People did back-breaking labor all the time and were, were malnourished and, and it sucked.

And for this to be sustainable, there had to be the emergence of ideas and ways of understanding our place in the world that made sense to people, and that somehow made it OK for them to keep doing this really arduous work. And I think the same thing is true of early settlements. Like, we weren’t born ready to inhabit an urban environment as a species.

We had to come up with the modes of thinking that allowed that to work. And so you have this process of trial and error where early settlements don’t last very long. They kind of flash in and out of existence. And it’s only over time that we come to figure out how to be urban by coming up with the ideas and the sort of cultural touchstones that allow us to adapt to that existence.

And the book sort of follows this line of thought throughout our history. And that’s kind of how we should think about how we got to modern economic growth. And I think if we want to enjoy future prosperity that’s greater than what we enjoy now, we might have to do some similar sort of adapting in terms of our ideas about what we’re doing here.

Jeff Wood: The cultural explosion was interesting as well, and you mentioned the DNA aspect of it, where you’re passing along information through DNA. But then you have this cultural kind of aspect of it, where apes can teach each other how to use a stick to get ants, those types of things. And then you share it, and then you learn it together, and then it gets shared throughout culture, and then you specialize, and then you move forward with that.

I’m wondering if you could kind of explain that a little bit in more detail. It’s really important, especially until we get to the point where Christianity and religion kind of creates this larger cultural experience throughout Europe and the Mediterranean.

Ryan Avent: This is really the heart of the book. I think when we kind of think about humans and what makes them special, we tend to focus on the fact that we’re these big-brained creatures who can reason and use logic to solve difficult problems. We can do calculus!

But I think, actually, if you look back at our history, the thing that’s really allowed us to become such technologically capable animals is this capacity to support culture. We’ve got a genetic inheritance — a lot of information that’s useful to us that gets passed to us through our genes, and that’s driven our long-run biological evolution.

But the thing that really sort of marked us off as different as we split off from our ape ancestors was this emerging capacity to use a collective knowledge and collective information processing in the form of culture. And culture, in a nutshell, is a body of information that is passed down over time socially rather than genetically, and sort of lives in the heads of all the people who are helping this process along.

And it includes instructions for all sorts of things. You know, I think when humans occupy an ecosystem, the thing that allows us to adapt and really exploit that ecosystem effectively is not, as with many animals, these biological tricks. It’s these cultural tricks that allow us to figure out when to hunt and gather and what things to take out of the ecosystem and how to prepare them and how to survive the hardships associated with that ecosystem.

But cultural knowledge also includes other things beyond sort of these kind of, you know, practical moment-to-moment things. And it’s what’s really allowed us to scale up and become the amazing creatures that we are, is the way that our social technologies evolve over time. And we’ve found ways to operate, to cooperate, I guess, in larger numbers to better purposes.

We’ve found ways to generate and preserve knowledge at enormous scale, and I think that’s kind of the fascinating part of our history, and it’s not something that individuals authored sort of using their own brains is something that kind of we stumbled on and that’s led us here, and, and now we’ve sort of forgotten that that was kind of our special trick, even though it’s still holding our societies together today.

You, me, and everyone we know were born on the Titanic. Some are shouting about icebergs. Some are shoveling coal into the furnaces. Some are jamming out while the band plays louder than ever. In this special episode Alex reviews the odyssey thus far.

This chapter from r3.0's latest Seeds Series explores how societies can move beyond extractive economic systems by embracing systems thinking, place-based resilience and regenerative approaches to food, energy and community development.

Rising energy and fertiliser prices linked to the conflict in the Middle East are increasing the risk of global food insecurity, prompting renewed questions about how to strengthen food security and reduce dependence on fragile global supply chains.

Critical policies that could unlock funding for cycling and pedestrian infrastructure across America have cleared the first hurdle in Congress — and the advocates who fought for them are launching a national nonprofit to promote a model that they hope can get the bill across the finish line and achieve similar wins.

Last month, advocates for the bipartisan Sarah Debbink Langenkamp Safety Act celebrated after legislators folded several key provisions of the bill into the House’s latest major transportation law, the BUILD America 250 Act.

That bill passed out of the Transportation and Infrastructure Committee on May 22, and will now make its way through a months-long legislative gauntlet known as the federal “reauthorization” process. If the Langenkamp provisions survive those negotiations on Capitol Hill, though, they will explicitly encourage communities across America to spend their guaranteed Highway Safety Improvement Program dollars on filling gaps in their active transportation networks for the first time.

Even better, these provisions will allow communities to fortify their bike lanes and greenways with federal money alone. In years past, the same process required an onerous local match that many governments pointed to as an excuse to neglect people outside of cars in their HSIP plans.

“There is tremendous bipartisan support in the country for making our roadways far more pedestrian and cyclist friendly,” said Rep. Jamie Raskin (D-Maryland), who introduced the legislation, in an interview with Streetsblog. “And this is especially true at a time of soaring gasoline prices. The pressure has been on for us to make sure that our tax dollars go to help people who are using every conceivable kind of transportation — including walking and bicycling.”

Recommended New Law Would Honor Legacy of Slain Cyclist Sarah Langenkamp By Helping Cities Fill Bike Network Gaps Kea Wilson March 30, 2023

They might sound wonky, but the measures outlined in the Langenkamp Act have topped many advocates’ policy wishlists for years. Proponents say they could unlock millions of dollars and catalyze countless active transportation projects that wouldn’t otherwise happen.

But they’ve been particularly urgent since the 2022 death of the mother, diplomat and cycling advocate for whom the bill is named — and the advocacy rides her family have organized in her memory every year since.

Known as the Ride For Your Life, these rolling protests have flooded D.C. streets with thousands of cyclists who turned out to demonstrate their support for Langenkamp’s namesake law and other measures to end traffic violence.

Langenkamp’s family recently established a nonprofit that will fight for similar legislation across the country. With each campaign, they’ll organize similar advocacy rides, which the family described as the cornerstone of their efforts. Raskin said these rides were essential to “mobilize focus and attention” around his legislation.

“People keep getting killed on our roads, and almost everywhere that happens, there’s a huge community of people who want to do something about it,” said Dan Langenkamp, Sarah’s husband. “I hope that we can work with those people to help channel their grief and anger into advocacy.”

Recommended Essay: Sarah Langenkamp Loved Biking. She Shouldn’t Have Died Because of It. Dan Langenkamp December 1, 2022

Of course, Ride For Your Life isn’t the first or only organization to adopt the humble group ride as a tool for policy change.

Cyclists who participated in Amsterdam’s Stop De Kindermoord protests in the 70s, for instance, helped transform the Netherlands into the biking capital of the world by laying down alongside their bikes in the street — long before the word “die-in” was common parlance.

More recently, the Magnus White Cycling Safety Act gained significant momentum after the Ride for Magnus: Ride For Your Life turned out more than 4,300 cyclists across 48 states. The provisions of that bill, which would require new cars to carry automatic braking systems capable of detecting cyclists and pedestrians, also appear in the current draft of BUILD America 250.

But Langenkamp says that other bike advocates still struggle to identify the kind of hyper-specific demands that could truly save lives on the road — or to meaningfully engage the powerful people who can fulfill those demands. And even well-intentioned organizes sometimes struggle to successfully tie “awareness” rides to their cause, he said.

With support from an organization that’s done all three, though, he hopes Ride for Your Life can help organizers conduct advocacy rides with real impact — and pass laws with real teeth.

“What we’re trying to do is affect real change on the ground by pairing our rides with legislation or policy asks,” Langenkamp stressed. “We bring in not only the families or people impacted by traffic violence, but also sympathetic legislators, the general public, and advocates to this effort. It actually works in getting things done.”

Recommended Memorial Ride For Teen Cycling Phenom Killed by Driver Hopes to Inspire National Change Kea Wilson August 5, 2024

Both Langenkamp and Rep. Raskin acknowledged that their bill alone won’t end the epidemic of cyclist deaths in America, and that group rides alone aren’t always enough to get good legislation off the ground. Even with much of the Langenkamp act included, the larger bill to which their legislation belongs drastically overfunds highways at the expense of other modes, and it will take all kinds of organizing to change that, including flipping seats in Congress itself.

“That’s really what elections need to be about,” added Raskin. “We need to have a rigorous public conversation about whether or not we are doing enough to invest in our transportation infrastructure in a way that benefits everybody in the country — and not just motorists.”

With Ride For Your Life events planned in Madison, Boston, and D.C. this autumn, Langenkamp hopes his group will continually refine their recipe for demanding change through more rides and smart organizing — and, in the process, potentially create a powerful new community of advocates on wheels.

“We all know that there are more than 100 people killed a day on U.S. roads — and it’s not just cyclists and pedestrians, it’s everybody,” said Langenkamp. “There’s no reason why there should not be more people interested in this subject … I think that we can actually help change the narrative and make this a higher priority issue, if we organize better.”

• A chemical in tires that’s already known to kill spawning salmon when it runs off into rivers may be harmful to humans as well, according to Yale researchers. (E360)
• If the future of transportation is privately owned autonomous vehicles and not fleets of robotaxis, traffic could grind to a complete halt. (City Lab; paywall)
• Buses and trains are a cheaper and more efficient way to move people around than cars, but transit agencies need to figure out how to compete with the fact that a car can take you exactly where you want to go. (Pedestrian Observations)
• The Vision Zero Network recommends addressing inequities in traffic stops by focusing on serious, potentially deadly offenses like speeding and drunk driving, rather than minor equipment infractions like broken taillights.
• Drivers kill thousands of people a year in places like parking lots and driveways that don’t count as roads. (Jalopnik)
• Uber is capping the amount of money employees can spend on AI after the company blew through its AI budget for the year in four months (Tech Crunch), but insists that announcement of layoffs is unrelated (CNBC).
• Seattle Mayor Katie Wilson proposed increasing bus frequency by doubling a 0.15 percent sales tax for King County Transit. (The Urbanist)
• The Metro Atlanta Rapid Transit Authority delayed the unveiling of new train cars, and it’s unclear whether they’ll be ready in time for the World Cup. (11 Alive)
• The redevelopment of Baltimore’s Penn Station is on hold. (Banner)
• Pittsburgh transit advocates rallied in the Pennsylvania capital of Harrisburg demanding more funding for paratransit to help disabled residents. (WTAE)
• Contrary to the advice of experts like Donald Shoup, Cleveland is lowering the cost of on-street parking. (19 News)
• Drivers keep blocking an East Nashville bike lane. (WKRN)
• The head of Milwaukee County’s government authorized deputies to impound vehicles for owners’ reckless driving. (Urban Milwaukee)
• A California authority signed a contract to electrify 119 miles of high-speed rail. (Railway Age)
• Honolulu’s bikeshare is down to less than 500 bikes from 1,300, partly due to vandalism. (Civil Beat)
• Seattle train service was disrupted when a 70-year-old driver followed her car’s GPS onto elevated tracks. (KIRO)
• Santa Clara prosecutors issued a warrant for 49ers star Brandon Aiyuk’s arrest after he posted a video of himself speeding. (ESPN)
• Bogota, which has the largest bus rapid transit system in the world, is finally getting its metro. (High Speed)
• The UK nationalized the country’s largest private passenger train operator. (LBC)
• London cyclists are being forced to swerve around a billboard in the middle of a new bike path. (Telegraph)

“No better day to ride the D (train) than election day,” posted Tom Steyer yesterday morning at 11:12 a.m. on X.

The problem isn’t that Steyer talked about transit on election day. The problem is that he waited until election day. California voters consistently support transit funding at the ballot box, yet no major candidate in the governor’s race made transit a centerpiece of their campaign.

In a crowded Democratic primary where candidates struggled to distinguish themselves from one another, a bold, unapologetic vision for better buses, trains, and public transportation could have provided exactly the contrast voters were looking for. Instead, candidates largely ceded the issue and spent the campaign talking about gas prices, taxes, and housing, leaving millions of transit riders without a champion in the race.

The impromptu election-day interview Steyer gave to Torched editor Alissa Walker may end up being the most substantive transit discussion of the entire governor’s race.

It almost certainly won’t be enough to save his campaign. As of election night, Steyer was running a distant third in California’s top-two primary. More mail ballots remain to be counted, but a deficit of nearly eight percentage points is a difficult gap to close.

Still, the election offered another reminder that transit remains a politically potent issue when candidates choose to talk about it.

Breaking: California Voters Back Transit Measure

Voters in Sonoma and Marin counties overwhelmingly approved a ballot measure extending the Sonoma-Marin Area Rail Transit (SMART) district’s quarter-cent sales tax for another 30 years. For more, visit, “Election Result Underscores Message: Bay Area Wants Car Dependence to End” at Streetsblog San Francisco.

The tax, first approved in 2008 and set to expire in 2029, generates roughly $51 million annually and serves as the backbone of SMART’s operating budget. Early returns showed support hovering around 70 percent in both Marin and Sonoma Counties, well above the simple majority needed for passage.

The victory comes as Bay Area leaders prepare for larger transit funding fights this fall. Regional measures for the November ballot to support both transit regionally, and SF Muni in particular, gathered nearly twice the signatures required.

As we’ve written before, supporting transit appears to be a politically popular position.

Many Tax Measures Didn’t Pass

That lesson becomes even clearer when viewed alongside the broader election results.

With people’s budgets stretched thin by inflation, it was overall a bad night for tax and fee measures throughout California, demonstrating that the passage of Measure B in the Bay was a true victory for transit.

Just miles away in the East Bay, Oakland voters rejected a parcel tax that would have funded general services. In San Diego, a measure to tax vacant homes is also failing. Funds from that tax would also go to the general fund. Throughout Monterey County, smaller municipalities were also rejecting non-transit taxes. Heck, even San Francisco rejected a CEO Tax.

In Los Angeles County, voters rejected a new tax to fund emergency services.

In the City of Los Angeles, a new tax on hotel occupancy also failed. Two measures that clarified that taxes on cannabis products applies to all sellers of said products and that hotel/transient taxes apply to all short-term rentals did pass.

Taken together, the results suggest that voters were generally skeptical of new taxes. That’s what makes the SMART victory stand out.

Candidates looking for a way to stand out in future statewide races might want to take note. If transit is going to be part of a campaign message, it should be embraced early and often. That’s how to stand out in a crowded field.