The Building Standards Commission is updating the California Building Standards Code sections governing bicycle parking, pursuant to a 2022 lawCalBike helped pass. That law requires bicycle parking standards to be added to the code during its next update.
The commission seeks public comment by July 1, 2024. You can view the proposed rules online and see CalBike’s comment letter below for more information. Send comments to cbsc@dgs.ca.gov.
Why bicycle parking matters
A safe place to store a bike is essential if people are going to adopt the bicycle for everyday transportation. Bicycle theft is widespread, and leaving a bike out in the elements can increase wear and cause it to require more frequent maintenance. With the popularity of e-bikes, theft is an even bigger consideration. So the availability of secure bike parking in residential buildings is existential for bike riders.
Car parking adds to the expense of building, reduces the space available for housing humans, and encourages more driving. Bicycle parking is much more space efficient. Ample, secure bike parking in a residential building or at a business incentivizes and normalizes active transportation.
Bike parking is a nerdy and arcane topic. But, like many such topics, it has a crucial role to play in our move toward more climate-friendly transportation.
CalBike recommendations: space for cargo bikes, e-bike charging, and short-term bike parking
The Building Standards Code will set minimum requirements for bicycle parking in new and remodeled residential and commercial buildings. Cities can have stronger requirements but must at least adhere to these minimums.
The proposed change to the code would require 0.5 long-term bike parking spots per unit in residential buildings. We think that’s not enough and recommend doubling that to one spot per unit. These spots must include some that can accommodate longer or wider bikes such as cargo bikes and adaptive bicycles. In addition, the parking area needs outlets for e-bike charging.
For commercial spaces, the standard for requiring additional bike parking when remodeling is vague and will be difficult, if not impossible, to enforce. Rather than relying on a hard-to-measure standard of increased foot traffic, we believe the code should require businesses that don’t meet current standards to upgrade bicycle parking when they remodel or make improvements.
See our letter below for more detailed and specific recommendations.
Two bills in the legislature right now are shining a spotlight on Class III bikeways and how we should and should not deploy them. CalBike has heard from some bike riders who rely on Class III bikeways and don’t want to see them restricted. So we want to take a look at California’s bikeway classification system, what is a Class III bikeway, and how the measures we support would affect people’s ability to take the lane.
Class III in two bills
The Quicker and Better Bikeways Bill (AB 2290, Friedman) includes a provision prohibiting the Active Transportation Program from funding “a project that creates a Class III bikeway unless the project is on a street with a design speed limit of 20 miles per hour or less or the project will reduce the design speed limit to 20 miles per hour or less.” It doesn’t stop communities from building Class III facilities with other funding sources and, since this type of bikeway is often just paint and signs, the costs may be minimal.
Another bill addressing Class III bikeways is SB 1216 (Blakespear). That measure “would prohibit, on and after January 1, 2025, an agency responsible for the development or operation of bikeways or highways where bicycle travel is permitted from installing or restriping a Class III bikeway or a sharrow on a highway that has a posted speed limit greater than 30 miles per hour.” This bill is more comprehensive in its Class III prohibition but with the same goal: to stop slower bicycle traffic from mixing with fast-moving motor vehicles.
The conflicting speed restrictions in these bills are being negotiated now, and they will not ultimately conflict. CalBike supports both bills and the concept of limiting Class III bikeways to low-speed streets.
So what is a Class III bikeway anyway?
California bikeway classifications explained
California has four categories of bikeways. Class I is an off-road or shared-use path. Class II is a bike lane delineated only by paint. Class III is a facility where bike riders and car drivers share space, which is often marked by sharrows showing the preferred bicyclist lane position, or bike boulevard markings or signs.
Class IV is where it gets confusing. The first three classes are progressively less protective, but Class IV takes a couple of steps in the other direction: it’s an on-road facility where bicyclists are physically separated from motor vehicle traffic. The reason for the odd order is that protected bikeways weren’t legal in California until CalBike and other advocates passed a law in 2015.
Each class of bikeway has its uses and pros and cons. Class I paths are the most comfortable and enjoyable for the widest range of users. However, space constraints limit where they can be placed, and their separation from local amenities can make them more suitable for recreation or commuting than running errands.
Class II lanes are often cheap to install and use existing pavement. They require fewer infrastructure changes and take less space on the road than a physically separated bikeway. However, Class II lanes without a painted buffer can put bike riders a few inches of paint away from fast-moving traffic. They are often placed on the margins of roadways, leaving bike riders to navigate a narrow space that may include drainage grates, pavement seams, and debris.
Class II lanes painted next to a row of parked cars can be more dangerous than no bike lane if they direct people on bikes to ride in the door zone. These door zone lanes also create an expectation among car drivers that bikes will stay in the lane, creating conflict when a cautious rider moves away from the door zone.
Class IV bikeways are the gold standard for safe bike space on streets. A Class IV facility can use a number of things to create physical separation from car traffic, including: planter boxes, parked cars, parklets, hard curb, movable curb-like devices affixed to the pavement, or bollards. More communities around California are looking to Class IV as the preferred infrastructure for creating safe bikeways in crowded urban spaces.
Class III bikeways can take many forms. It might be a set of sharrows in the right traffic lane, bike boulevard stencils or signage on a traffic-calmed street, or a wide shoulder on a rural road. Class III allows planners to create space for bike riders on streets that are too narrow to add delineated bike space. On bicycle boulevards, bike traffic takes priority, and bike riders are encouraged to take the lane. On rural stretches of roads like Highway 1, a wide shoulder may provide enough space for a long-distance bike traveler to ride safely; on low-volume rural routes, a shared lane could be considered sufficient if bicyclists aren’t likely to encounter two vehicles passing in opposite directions at once.
Where Class III bikeways cause problems is when they are used as the easy way out when finding the space for Class II or IV bikeways would mean removing parking, a median, or a lane of traffic. Placing sharrows on a street with heavy or fast-moving car traffic can put bike riders in harm’s way. The two bills in the legislature have the right idea, limiting Class III markings to slow streets where mixing between bikes and cars won’t put bike riders in danger.
Who can ride in the street
Bike riders who are confident riding in traffic can still do so, even if Class III bikeways go away on fast streets. California law requires people on bikes to ride as far to the right of the road as is practicable, but bikes may take the lane on narrow streets or to avoid obstacles.
If there is a Class II bike lane, riders are required to use it if it’s safe. (Please note: It’s not safe to ride in the door zone, so stay around 3’ from parked cars, even if that puts you outside the bike lane. You have a legal right not to ride in this danger zone.) People on bikes are not required to stay in Class IV bikeways and can choose to ride in the traffic lane instead, keeping faster riders from being stuck behind slower bicycle traffic.
So confident riders will still be welcome to take the lane, even if AB 2290 and SB 1216 pass, but new riders won’t be lured into dangerous situations, and planners will have one less excuse for not installing all-ages bikeways in their communities.
https://www.calbike.org/wp-content/uploads/2024/06/Sharrow-Long-Beach.jpeg465800Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2024-06-05 17:25:182024-06-05 17:25:19Class III Bikeways: Sharing the Lane
This post was written by the National Youth Bike Council. CalBike is delighted to see a new generation of advocates working together through NYBC and the Youth Bike Summit.
Top photo: Youth Bike Summit youth-only attendees take a photo in 2016
Bicycles serve as a great catalyst, more now than ever, in aiding youth health in the U.S. According to the National Institute of Mental Health, approximately 20.1% of U.S. youth aged 12 to 17 experienced at least one major depressive episode in 2021, but we are here to change that.
Reclaiming youth health is best done directly through peer-to-peer engagement, like through the initiatives run by the National Youth Bike Council (NYBC). NYBC is a youth-led organization that started in 2017. It was formed to create more young leaders with the ultimate goal of improving their health and the health of those around them. Biking as an aerobic exercise is an amazing way to improve physical fitness while also creating a system of community and care for the environment in the process.
Youth Bike Summit brings young advocates together
In 2016, originating Council members Adiva, Joshua, and Noah attended our first Youth Bike Summit. The Youth Bike Summit offers educators and students a place to connect, discover new initiatives being led by other young people, form friend groups, and learn about topics from sustainability to civil action.
The next National Youth Bike Summit will be held in Lehigh Valley, Pennsylvania, June 14-16, 2024. More information about attending can be found here.
Since it started in 2011, the Youth Bike Summit has stood on five beliefs:
Youth have the capacity to lead.
The bicycle has the power to be a catalyst for positive social change.
It is important to have a diverse, multicultural, and equitable movement.
When the youth ride bikes, our communities are healthier, more sustainable, and more socially advanced.
Sharing and learning together will make each of us stronger.
Those beliefs have held strong, motivating Adiva, Joshua, and Noah to create the Council. After we created NYBC, Joshua became the president and led the Council to recruit city youth representatives from different communities across the U.S. to help work on one-off initiatives that would promote youth leadership.
Youth presenters at the Youth Bike Summit
Originally, the organizers of the Youth Bike Summit were a collective of youth bike program staff from different bike shops or afterschool programs. After 2020, the NYBC took charge of leading future summits because managing operations at home became a bigger concern for many of these programs than organizing the Summit.
Although the NYBC has been established, Council members dream of bigger ideas for what bicycles can do for their peers. Some of these ideas include creating environments where communities can take advantage of active local youth action groups that improve the bicycle experience through a youth perspective.
As the new leaders of the Youth Bike Summit, we envision a world where young people can use the bicycle and their own leadership to improve the health of their communities. The Youth Bike Summit is a unique opportunity to demonstrate the power of youth leadership and excitement around bicycles as desired by young people.
Youth advocates need support from the wider bicycling community
Today, the Council hosts the annual Youth Bike Summit to enable networking and learning opportunities for its youth bike-oriented partners. Additionally, the Council performs one-off initiatives that promote youth leadership and bicycling through conferences, speaking, and local projects.
Organizing young people and their supporters through the Youth Bike Summit is an ambitious way to tackle the health crisis facing young people today. Without the support of the larger community, youth-led transportation initiatives like the NYBC, the Youth Bike Summit, and local youth initiatives won’t realize their full potential to impact the health of young people across the U.S. Help us make a positive change by telling your friends and loved ones about this amazing event! If you’re not able to attend, then join us in Boston at the 2025 Youth Bike Summit. Find out more through our newsletter.
This year’s Youth Bike Summit (YBS) will be hosted by Community Bike Works from June 14-16 in Lehigh Valley, Pennsylvania, and will kick off on Friday evening with a welcome reception.
Saturday will offer a full day of classroom-based and ride-based workshops, including opportunities for attendees to try the track at the Velodrome or participate in a bikes and boating adventure.
YBS will culminate on Sunday with the YBS Big Ride that will take attendees through downtown Allentown, along the historic D&L Trail, and to Bethlehem’s iconic Steel Stacks.
https://www.calbike.org/wp-content/uploads/2024/06/National-Youth-Bike-Summit.jpeg10661600CalBike Staffhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngCalBike Staff2024-06-04 16:07:532024-06-04 16:07:54Youth Bike Council Improves Youth Health Two Wheels at a Time
There have been lots of remembrances of Bill Walton, who died May 27, 2024, at age 71. He touched the lives of many people. Here at CalBike, we remember him as someone who loved bikes and supported the goal of making our state more bike-friendly.
Known primarily for his legendary career on the basketball court, including national championships at UCLA and as an NBA All-Star, Walton dedicated his retirement to championing the cause of cycling. He was a notable sight on his custom extra-large-framed bicycle and wearing Grateful Dead gear, often seen riding the hills and valleys of San Diego County.
Walton was active among grassroots bicycling groups around the state, regularly participating in San Diego’s Bike the Bay, attending events for Bike Bakersfield, and speaking out for protected bike lanes. In an interview with San Diego’s Better By Bike page, he said, “Protected bike lanes are fantastic. They give us the sense of safety and security that we must have, your own personal routes and style will vary, but always think safety and security, know and follow the laws/rules, find the best routes with the least traffic, the most safety and greatest protection, and the best pavement.” Walton appreciated the new bike facilities near his home in La Mesa.
On a bike rideBill Walton with CalBike Board member Cindy Parra. Bill Walton statue
Former CalBike Executive Director Dave Snyder said, “I had the pleasure of meeting Bill Walton in 2015 at a fundraiser for CalBike in his home. He spoke with such love and passion for how bicycling can bring joy and so much more. It was perhaps the most eloquent tribute to our movement I’ve ever heard. He was special. RIP Bill.”
Former CalBike board member Josh Cohen posted this remembrance on Facebook: “We all know what a cool guy and great athlete Bill Walton was, but some don’t know he was also an AVID cyclist. So much so that he opened his house to the 2015 California Bicycle Coalition Board of Directors in-person meeting. I had no idea who he even was — just that he was super charismatic and likeable. And he had drums and Grateful Dead stuff everywhere! He later signed a letter to Paul Koretz in support of protected bike lanes from the Purple Line Extension to UCLA. Thanks for the smiles, Bill Walton! See you on the next lap…”
Through his nonprofit, Bikes for Humanity, Walton demonstrated his unwavering commitment to making bicycles accessible to those who might not otherwise afford them. His work in adaptive bike advocacy opened up the joy of cycling to countless individuals in California and beyond. His career and activism after his time on the basketball court had a profound impact on the lives of many people. He will be missed.
https://www.calbike.org/wp-content/uploads/2024/05/Bill-Walton-with-CalBike-board.jpg15001999Andrew Wrighthttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngAndrew Wright2024-05-31 17:19:142024-05-31 17:19:14Remembering Bill Walton, Friend to CalBike
Contact: Jared Sanchez, 714-262-0921, jared@calbike.org
SACRAMENTO—The legislature’s budget proposal, released today, rescinds the deep cuts to the Active Transportation Program (ATP) proposed in the Governor’s Budget and plans to backfill those cuts with state highway funding. CalBike thanks the legislature for recognizing the value of the ATP and maintaining funding commitments to critical walking and bicycling projects.
CalBike policy director Jared Sanchez: “I’m glad the legislature recognized the value of the Active Transportation Program. The legislature heard from its constituents and saved a popular program many local communities rely on to fund infrastructure projects.”
CalBike consultant Jeanie Ward-Waller: “The ATP is critical to meeting California’s climate goals and addressing the crisis of rising pedestrian and bicyclist fatalities on our roadways, especially in disadvantaged communities across the state. We commend the Legislature for their strong support of shifting funding from car-centric infrastructure to improve walking and biking.”
Background
The Active Transportation Program is a competitive funding source for projects that support biking and walking safety. It gives out approximately $500 million each two-year funding cycle.
In 2022, the ATP received a one-time funding boost of $1.05 billion from the general fund budget surplus, which pushed the total for Cycle 6, awarded in 2022, to $1.6 billion. However, the ATP is chronically underfunded and oversubscribed, and even with the extra funds, many worthwhile projects don’t make the cutoff.
In 2023, Governor Gavin Newsom proposed cutting $300 million from the one-time general fund boost to the ATP; the legislature and Governor agreed to backfill the cut from the State Highway Account, and there were no ATP cuts in the final budget.
In January 2024, the governor initially proposed cutting $200 million from the ATP. He raised that to $600 million in the May Revise, a deep cut that could delay and jeopardize projects awarded in Cycle 6 and would likely eliminate a full future cycle of ATP grants.
No corresponding cuts were proposed to funding for highway projects that increase vehicle miles traveled (VMT) and greenhouse gas emissions. There is no deficit in California’s transportation budget, which receives ample federal funding in addition to state funds.
https://www.calbike.org/wp-content/uploads/2023/07/bus-bike-and-car-lanes-cut.jpg6421600Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2024-05-29 16:56:132024-05-29 16:56:14CalBike Commends Legislature for Rejecting Active Transportation Cuts
On Friday, May 24, bills had to be voted out of the house where they originated. Only two of the bills we supported died in committee, and one we opposed was amended so we were able to switch our position to neutral. The legislative process includes many amendments along the way, and we continue to fight for changes to make our measures stronger as our legislative agenda passes to the next house.
Here’s where our bills stand at the halfway point of the 2024 legislative session.
Bills moving forward
2024 Complete Streets Bill: Passed by the Senate, headed for the Assembly
SB 960, authored by Senator Scott Wiener, would require Caltrans to implement safe infrastructure for people bicycling and walking when it repaves a state route that serves as a local street. The 2024 version adds transit, which is a welcome improvement. CalBike is working behind the scenes for a strong bill that will require Caltrans to meet its obligations to vulnerable road users. We need everyone’s help to make sure legislators know this bill has strong support. Find the latest action on our Complete Streets Campaign page.
Safe Vehicles Save Lives Bill: Passed by the Senate, headed for the Assembly
SB 961 is the second half of Senator Wiener’s safer streets package, along with the Complete Streets Bill. The requirement for truck side guards, a cheap fix that would make truck collisions less deadly, was removed, due to lobbying by the trucking industry. The provision requiring intelligent speed assist (ISA) software on new vehicles starting in 2027 survived, though it was changed from speed limiters, which would prevent speeding, to warnings that alert drivers when they exceed the speed limit. We still strongly support this bill as a measure to move California closer to Vision Zero. We hope truck side guards will come back to the legislature in the future.
Quicker and Better Bikeways Bill: Passed Assembly, headed for the Senate
AB 2290 by Assemblymember Laura Friedman will limit state funding for Class III bikeways (or bike routes) to streets with speed limits under 20 mph, remove loopholes and strengthen requirements for creating Complete Streets on state and local street projects funded by the Road Maintenance and Rehabilitation Program created by SB 1, and create a quick-build pilot at Caltrans. It passed the Assembly but appears headed into opposition in the Senate. Stay tuned for opportunities to take action in support of this excellent bill.
In addition to our top three priority bills, these bills CalBike supports have passed their first house:
AB 2086, Schiavo, Caltrans Accountability and Transparency Bill: Passed Assembly, in Senate
This bill will bring greater transparency to how Caltrans spends its budget and enhance a public dashboard to make it easier to access agency data.
AB 2259, Boerner, California Bike Smart Safety Handbook: Passed Assembly, in Senate
This bill requires the DMV to create a bicycle safety handbook that includes information on, among other things, existing laws regulating bicycles and e-bikes.
AB 2583, Berman, Lowering Speed in School Zones: Passed Assembly, in Senate
This bill would establish a default speed limit of 15 miles per hour in school zones during certain hours.
AB 2669, Ting, No Bridge Tolls for People Walking and Biking: Passed Assembly, in Senate
This bill ensures that people walking or bicycling across a toll bridge in California will never pay a fee. It makes permanent a temporary measure that sunsets next year and primarily affects bridges in the Bay Area.
SB 689, Blakespear, Bike Lanes in Coastal Areas: In Assembly
This bill would make it easier to convert an existing motorized vehicle travel lane into a dedicated bicycle lane near the coast, ending requirements for a traffic study to process a coastal development permit or an amendment to a local coastal program.
Prohibiting Class III Bikeways: This bill would prohibit public agencies and the ATP from installing a Class III bikeway (sharrows) on a street that has a posted speed limit greater than 30 miles per hour. It duplicates a provision in the Quicker Better Bikeways Bill that will be reconciled as both of these bills move forward.
SB 1271, Min: E-Bike Battery Standards: Passed Senate, in Assembly
This bill sets certification requirements for batteries on all e-bikes sold, rented, or leased in California, mirroring some local statutes. A provision to clarify e-bike classifications was dropped from this bill; we hope that comes back because the market would benefit from more clarity about what is an e-bike vs. a moped.
SB 1509, Stern: Unsafe Speed Penalties: Passed Senate, in Assembly
This bill would increase accountability for reckless drivers who endanger the lives of pedestrians, cyclists, and other drivers by speeding. Specifically, it would increase the number of points a driver is given by DMV if they are caught driving more than 25 mph over the speed limit on roads with a speed limit of 55 mph or less.
Three bills from 2023 became two-year bills and are already in their second house. The crucial hearings and votes for these bills will be in the next month. We are closely watching AB 73, the Safety Stop Bill, which we hope will get revived before the end of this session.
AB 6, Friedman, Regional Prioritization for Clean Transportation: This measure requires regional transportation agencies to prioritize and fund transportation projects that significantly contribute toward regional and state climate goals.
AB 73, Boerner/Friedman, Bicycle Safety Stop: This bill would legalize stop-as-yield for bike riders over 18.
AB 833, Rendon, Neighborhood Unification Bill: This bill requires Caltrans to prepare a plan for adding caps to freeway segments to reunite disadvantaged, underrepresented urban communities.
The ones that didn’t make it
The No Freeway Expansions for Freight Bill, AB 2535 by Assemblymember Mia Bonta, would have taken away one of Caltrans’ justifications for adding new freeway capacity. We need fewer highways, not more; every new lane induces new demand and increases GHG emissions. Unfortunately, this excellent bill died in committee.
The Bike Lane Protection Act, AB 2744, aimed to protect bike riders from right hooks, but solving this problem with dedicated space for bikes approaching intersections is complex. This was a valiant effort to create safer intersections, and though it died in committee this year, we hope it keeps getting developed and returns in the future.
CalBike’s legislation watchlist
The one bill we opposed, AB 2234 by Assemblymember Tasha Boerner, is no longer a statewide e-bike licensing bill. It has been amended to a local pilot of e-bike age restrictions and an education diversion program for tickets. CalBike has gone from oppose to neutral on this bill, but we will continue to watch it as it moves through the Senate.
Among the other bills we’re watching but haven’t taken a position on, most are advancing to the next house.
CalBike watchlist bills moving forward
These bills were two-year bills waiting to be heard or advanced out of their house of origin.
AB 832 – Cervantes: California Transportation Commission Membership
There are many bills impacting active transportation this year, and we’re heavily involved in budget negotiations to restore Active Transportation Program funding. There will surely be more twists and turns before the legislative session ends. Stay up to date on bike-friendly legislation on CalBike’s Legislative Watch page and track our progress on the budget on our Invest/Divest page.
https://www.calbike.org/wp-content/uploads/2024/02/68045F97-7469-462C-84A0-32A0B1127F12_1_105_c-e1708644503495.jpeg6801024Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-05-28 17:19:492024-05-28 17:19:50Legislative Update: Bike-Friendly Bills at the Midpoint
https://www.calbike.org/wp-content/uploads/2024/05/California-wildfire-fighter-scaled.jpg17072560Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-05-22 16:14:332024-07-16 14:06:25California Has a Climate Deficit
At CalBike, we work hard to make riding a bike safe and accessible for more Californians. But we don’t forget one of the reasons for our passion: joy. Because riding a bike, on a good day with a nice stretch of pavement and a well-oiled chain, is pure joy.
May is Bike Month, and it’s also Mental Health Awareness Month, so we want to take a moment to celebrate the benefits of biking on mental health. The term “mental health” encompasses your psychological, social, and emotional well-being. Our mental health affects how we act, think, and feel.
We all know physical health is important if we want to live a good life, but most of us don’t place the same importance on our mental health. This might be because we don’t understand how poor mental health can affect our overall health and directly reflect on our physical health.
Research has shown that conditions such as depressive disorders can lead to long-lasting conditions, such as heart disease and stroke. The CDC estimates that more than 1 in 5 adults in the United States lives with a mental illness, and surprisingly, the same trend is seen in youth aged 13-18.
Riding a bicycle improves blood circulation and releases endorphins. It can reduce anxiety and depression. Biking to the office can be as stimulating and mood-elevating as a morning cup of coffee, without the caffeine. Exercising makes the brain release chemicals that can help improve cognitive processes, reduce stress, and control pain.
Plus, riding a bike can feel like flying. Getting where you need to go without worrying about parking or traffic jams, under your own power — it’s delightful.
Of course, there are elements of riding a bike that can induce stress and anxiety, such as inadequate bikeways, close calls with cars, and other road hazards. CalBike is working toward a world filled with not only bicycles but also separated bikeways and paths, protected intersections, and traffic-calmed streets. We’re fighting for a California where no one has to fear police harassment when they ride somewhere because of the color of their skin, where we invest in Complete Streets for every neighborhood, and everyone can experience the joy of riding a bike.
https://www.calbike.org/wp-content/uploads/2023/04/pexels-ahshea-media-2361066-scaled-e1716316712176.jpg10752560Stefany Alfarohttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngStefany Alfaro2024-05-21 11:39:092024-05-21 11:39:10Bike Month Is Also Mental Health Awareness Month
https://www.calbike.org/wp-content/uploads/2024/05/RectangleBikes.png7241825Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-05-13 16:07:362024-08-06 11:29:13How to Be a Complete Streets Ambassador
https://www.calbike.org/wp-content/uploads/2024/05/climate-change-sign-protest-scaled-e1715379411706.jpg13482560Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-05-10 15:18:172024-07-22 10:30:48CalBike Response to May Budget Revise
