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Biking Is Not a Crime!

March 29, 2023/by Jared Sanchez

For Immediate Release: 5/29/23

Contact: Jared Sanchez, Policy Director, (714) 262-0921, Jared@CalBike.org

CalBike Campaign 2023: Biking Is Not a Crime

SACRAMENTO, CA – As a 2021 LA Times investigation showed, police are more likely to stop Black and Latino Californians on bikes, more likely to search people stopped while biking, and less likely to find any evidence of criminal activity during those stops. Low-income neighborhoods and communities of color often have little safe bicycle infrastructure, so decades of systemic racism and neglect become a weapon to doubly punish people in disadvantaged neighborhoods.

Bicycles and Racial Profiling

California’s Racial Identity Profiling Advisory Board (RIPA) came to the same conclusion in their 2023 report: “During stops for bicycle-related offenses, officers were 3.2 times as likely to perform a search, 3.8 times as likely to detain the individual, and 2.7 times as likely to handcuff the individual. Overall, officers were more likely to search, detain, or handcuff a person during a bicycle-related stop when compared to stops for reasons other than bicycle violations.”

There is only one thing proven to reduce traffic collisions: infrastructure, like protected bikeways and intersections, which reduce injuries and deaths for people biking, walking, driving, and taking transit. Tickets for minor violations like riding without lights or biking on the sidewalk do nothing to increase safety or reduce crime. Yet, for decades, California has underinvested in safe infrastructure and overinvested in traffic policing, sometimes with lethal results.

CalBike Policy Director Jared Sanchez said, “If traffic stops could prevent traffic deaths, we wouldn’t have seen the alarming rise in fatalities over the last few years. It’s time for California to stop spending money on ineffective safety measures and invest in infrastructure that slows car speeds and protects people biking and walking. That will also allow police to focus on tactics proven to reduce crime, bringing real safety to our streets.”

To create Complete Streets in California where people using all transportation modes can move freely, we need to free our streets from both traffic violence AND pretextual policing.

CalBike supports the “Biking Is Not a Crime” slate of bills for 2023:

AB 93 Bryan: Stop Baseless Searches. Prohibits police officers from requesting consent to conduct a search if the officer does not suspect criminal activity.
AB 825 Bryan: Safe Passage for Bikes Bill. Allows bicycle riding on a sidewalk adjacent to a street that does not include a Class I, Class II, or Class IV bikeway.
S B 50 Bradford: Stop Pretextual Policing. Prohibits police officers from stopping or detaining the operator of a motor vehicle or bicycle for a low-level infraction.
AB 819 Bryan: Decriminalize Transit Fare Evasion. Removes misdemeanor classification for transit fare evasion, retains fines as a penalty.
AB 1266 Kalra: No More Warrants for Infractions. Eliminates the use of bench warrants for minor infractions.

CalBike calls on California legislators to support these bills as a critical step toward making our streets safe and welcoming for all identities and bodies.

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E-Bike Purchase Incentives FAQs

March 28, 2023/by Laura McCamy

We’ve been getting a lot of questions about the e-bike purchase incentive project that CalBike helped pass and that the California Air Resources Board (CARB) is implementing. It’s an exciting program, and information hasn’t always been easy to come by. So we’ve compiled some of the most common questions from people who want to get a voucher, bike retailers who want to participate in the program, and others.

Pedal Ahead, the administrator CARB chose for this program, has published its own FAQs, which contain some additional information. Please note: Some of the information in the Pedal Ahead FAQs doesn’t agree with the information we have about the program. We have been told by CARB that some of the elements referenced in their FAQs are still under discussion. We will update our FAQs as we get additional information.

The answers below are based on what we know now, as the e-bike program is still in its development phase. We plan to update them as more information becomes available.

Note: This post was originally written October 19, 2022, and last updatedMarch 28, 2023.

TL;DR version:

No, you can’t apply for an e-bike incentive yet. The program will launch in the second quarter 2023, and applications will open then. We will announce the launch date as far in advance as we can.
The pilot program is limited to Californians living at or below 300% of the federal poverty level.
The voucher amount will likely be $1,000, with an extra $750 for a cargo or adaptive bike, and $250 additional for people below 225% FPL or living in a disadvantaged census tract.
There are many local e-bike incentive programs. Visit our e-bike page for a full list.

What is California’s Electric Bicycle Incentives Project?

The Electric Bicycle Incentives Project is a $10 million program to provide vouchers to California residents to help them afford an e-bike. CalBike advocated for the budget allocation, which passed in 2021 and funds the pilot project.

CARB has found an additional $3 million in funding for the costs of administration, so more of the $10 million can be used for vouchers.

Can I get an e-bike voucher from CalBike?

No.

CalBike is not administering the e-bike incentives program. Our role is one of advocacy. We advocated for the creation of this purchase incentive, and we will continue to push for an expanded budget to support the program. CalBike also shares critical information about the program via our e-bike newsletter, and we help our member’s voices be heard so that the program better serves the people who need it most. CalBike does not process or distribute incentives.

CARB will manage the incentive distribution process through its third-party administrator starting in 2023. We will share information about how to apply once it’s available, but CalBike won’t be involved in processing applications or awarding e-bike incentive vouchers.

Is California’s statewide program an expansion of the San Diego e-bike program?

No. Some press reports stated that California’s statewide purchase incentive was an expansion of a similar program in San Diego. This is incorrect.

CARB chose Pedal Ahead, an organization that runs an e-bike program in San Diego, to administer the statewide program. However, the CARB purchase incentives pilot will have rules and parameters determined by CARB in conjunction with input from advocates and the public. The statewide program is separate from and different from the San Diego program.

When can I apply for a California e-bike incentive?

Not yet.

As of this writing, the California statewide e-bike program is scheduled to launch in the second quarter of 2023, but that date could get pushed back slightly.

You can’t apply in advance. However, if you sign up for CalBike’s e-bike mailing list below, we’ll let you know when the application window will open as soon as we get the date.

How do I apply for a voucher from California’s statewide e-bike incentives program?

The program administrator will set up an application process, and you will almost certainly be able to apply for the program online.

To apply, you’ll need documentation to prove that you meet the income qualifications. We’ll know more about the application process closer to the launch date.

How can I get assistance to buy an e-bike in California?

The Electric Bicycle Incentives Project will be California’s first statewide e-bike voucher program. However, there are many regional and local programs where you might be able to get funding to help you buy an e-bike now.

SB 400, which CalBike helped pass in 2019, added an e-bike benefit to the Clean Cars for All program, which aims to take polluting cars off the road. If you have a qualifying car to turn in, incentives can be as high as $9,500, and you can use the funds to buy e-bikes and bike accessories for multiple family members. However, this program is administered by regional air quality management districts, and not all districts have added the e-bike benefit. We spoke to people who got this voucher in the Bay Area and Southern California to give you an idea of the process. Find out more details about the Bay Area program on this handy reference page.

In addition, there are numerous local programs through nonprofit organizations, utilities, and other entities. You can find many California programs on this list of global e-bike incentive programs.

How long does it take to get an e-bike incentive?

We don’t know how long the application process will take through the statewide program, but it will involve income verification and then finding an eligible bike vendor, so plan on at least a few weeks (and possibly longer) from when you apply.

For the Clean Cars program, the people we interviewed waited quite a few months to get through paperwork and approvals. For local programs, inquire directly about the timing.

Bottom line: If you need an e-bike ASAP, you might not want to wait to get a voucher.

Who will qualify for the California e-bike incentive program?

Eligibility for the pilot program will be limited to people whose income is less than 300% of the federal poverty level. That means the income caps (based on 2022 FPL guidelines; the 2023 numbers will be posted by 1/20/23) would be:

Individual: $40,770
Family of 2: $54,930
Family of 3: $69,090
Family of 4: $83,250
Family of 5: $97,410

CARB originally proposed income limits of 400% FPL but lowered the limits to align with eligibility requirements for other clean vehicle programs.

How much will the California e-bike incentives be?

The basic incentive will be $1,000. The program will offer an additional $750 for people buying a cargo or adaptive bike and another $250 for people living below 225% of the federal poverty level or living in a disadvantaged community.

What kinds of bikes qualify for incentives?

You can use the incentive to buy any type of e-bike, including a folding bike, cargo bike, or adaptive bike. All three classes of e-bikes will be eligible for the program. However, you will need to purchase from a list of approved e-bike models.

E-bikes are grouped into three classes:

Class 1: pedal assist only, 20 mph speed limited — will qualify for the program
Class 2: pedal assist or throttle, 20 mph speed limited — will qualify for the program
Class 3: pedal assist only, 28 mph speed limited, helmets required, must be 16 or older to operate — likely to qualify for the program

What qualifies as an adaptive bike?

CARB wants to keep the definition of adaptive bike as inclusive as possible. The category will most likely include tricycles and bikes modified for people with disabilities.

Can I use an e-bike incentive to buy a conversion kit?

There are numerous conversion kits on the market that allow you to add aftermarket electric power to a standard bike frame. At the moment, conversion kits are not part of the proposed eligible purchases. The EV program for cars doesn’t cover conversions, and CARB has let CalBike know that, to stay consistent, conversion kits probably won’t be eligible for vouchers through the e-bike incentives program.

Why can’t I get an incentive to buy a non-electric bike?

Excellent question. The current program covers only electric bike purchases, not standard or classic bikes. Electric bikes tend to be significantly more expensive than classic bikes, so a purchase incentive may be the only way for many people to afford one. In addition, many people who don’t feel comfortable riding a standard bike because of age, health issues, the need to carry passengers or cargo, etc., may replace car trips with bike trips on an electric bike.

However, the classic bicycle is incredibly energy-efficient and elegant transportation, and some places do offer incentives to help residents buy non-motorized bicycles. For example, the French government is offering 400 Euros to citizens who trade their cars for a bike or e-bike. CalBike would love to see a program like this in California and we will continue to explore ways to encourage more people to choose the joy of riding a bike.

Where can I buy an e-bike with a CARB incentive?

The program administrator will provide a list of qualifying bike retailers. You can buy from a bike shop or order an e-bike online.

How do I purchase a bike with an incentive?

The statewide incentive will be a point-of-sale benefit. Once you pick out a bike from a qualifying retailer, the incentive amount will be applied when you make the purchase. You don’t have to put out that money up front and get reimbursed.

I’m an e-bike retailer. How can I participate in the program?

The administrator will set up a process for e-bike retailers who want to accept e-bike incentive vouchers to apply to participate. Qualifying retailers need to have some kind of physical presence in California (a shop, office, or manufacturing facility), even if you sell your bikes exclusively online. You may need to supply parts to local retailers so participants can have access to repairs and service.

The process for retailers to join the program has not been set yet. Sign up for our e-bike interest list below, and we’ll share information about retailer participation when it becomes available.

How can I help shape California’s statewide incentives program?

CARB has been holding work group meetings to take input on the program. Sign up for CARB’s e-bike email list to get notified of the next work group meeting later this fall. We also send advance notice of work group meetings through the CalBike list.

To send comments on the program directly, email CleanTransportationIncentives@arb.ca.gov.

How do I get more information about the e-bike incentive program?

Have we mentioned that CalBike has an e-bike incentives interest list? Use the form below to add your name, and we’ll send periodic updates as we get more information, including letting you know when you can apply.

You can also sign up for CARB’s e-bike email list to get information directly from CARB.

Federal E-Bike Rebate Back on the Table

March 21, 2023/by Laura McCamy

Electric cars are eligible for a federal tax rebate, but electric bikes are not. A federal e-bike rebate, but that provision didn’t make it into the climate and infrastructure bill that finally passed, the Infrastructure Investment and Jobs Act. But Congressman Jimmy Panetta, who represents District 19 along California’s central coast, today introduced the Electric Bicycle Incentive Kickstart for the Environment (E-BIKE) Act.

The E-BIKE Act would provide a refundable federal income tax rebate of up to 30% of the cost of buying an e-bike, capped at $1,500. The rebate would be available to all taxpayers, with the amount of the incentive reduced for high earners. Because it’s a refundable tax credit, people who owe less in tax than the amount of the incentive will get a check for the difference.

CalBike strongly supports this legislation, as do many of our allies, including the League of American Bicyclists, which has long advocated for a measure like this. “The League knows life is better for everyone when more people ride bikes, and we know e-bikes make biking a more accessible and easier option for more Americans,” said Bill Nesper, the League’s executive director. “We’re encouraged by congressional leadership on the E-BIKE Act, a bill that, if passed, will enable Americans to fight climate change and improve public health through the simple act of bicycling.”

“E-bikes are not just a fad for a select few, they are a legitimate and practical form of transportation that can help reduce our carbon emissions,” said Congressman Panetta. “My legislation will make it easier for more people from all socio-economic levels to own e-bikes and contribute to cutting our carbon output. By incentivizing the use of electric bicycles to replace car trips through a consumer tax credit, we can not only encourage more Americans to transition to greener modes of transportation but also help fight the climate crisis.”

CalBike’s policy director, Jared Sanchez, said, “The route the E-BIKE Act takes to encourage bike ridership and reducing carbon emissions is different from the program we helped shape in California, but the goals are the same. An income tax rebate will help many more Americans choose this healthy, economical mode of transportation.”

CalBike focuses most of our efforts on advocacy within California, but we’ll be supporting our national partners in helping to get this critical bill through Congress. We’ll let you know about opportunities to reach out to representatives and senators to support a federal rebate for e-bike purchases.

Support AB 825 for Safe Passage for People on Bikes

March 17, 2023/by Jared Sanchez

Assembly Bill 825 (Bryan) comes up for a vote in the Assembly Committee on Transportation on Monday, March 20, and it needs your support. The bill will legalize bike riding on sidewalks on streets and highways that don’t include a Class I, Class II, or Class IV bikeway, giving people on bikes a safe, legal option to ride.

AB 825 includes provisions for sidewalk safety. It sets a bicycle speed limit of 10 mph on the sidewalk and requires people on bikes to yield to pedestrians. Fill out the form below to tell your assemblymember to support AB 825.

Better bikeways are our first choice

Is sidewalk riding ideal? No. In CalBike’s perfect world, we’d have safe, connected, protected bikeways creating convenient transportation networks throughout our communities. Most streets would be Complete Streets, with safe facilities for all modes of transportation.

But that’s not the reality today and, even if lawmakers take our Invest/Divest Campaign to heart and fully fund our active transportation needs immediately, it will take years to transform every dangerous roadway in California into a safe route for biking. In the meantime, people on bikes must, at times, travel on streets with fast traffic and no bike lanes. AB 825 allows bike riders to share space with pedestrians rather than 2-ton, speeding vehicles.

AB 825 is a step toward ending harassment of people on bikes

As an excellent LA Times investigation showed, police disproportionately target people on bikes, particularly Black and Latino men, stopping them for small infractions and then subjecting them to invasive searches. Disadvantaged neighborhoods are more likely to lack safe bikeways, forcing people to ride on sidewalks. Decriminalizing sidewalk riding protects vulnerable populations from police encounters that can sometimes be deadly, in addition to shielding them from traffic violence.

AB 825 puts bike rider safety first. CalBike strongly supports this bill, and we hope you will, too. Send the Transportation Committee an email today.

CalBike’s 2023 Budget Agenda: Fully Fund Active Transportation and Complete Streets

March 16, 2023/by Jared Sanchez

Governor Gavin Newsom’s proposed budget for 2023 cuts some of the funds added to the Active Transportation Program last year. CalBike and our allies recently sent a letter to the California Senate and Assembly leaders and the budget committees of each branch, urging them to not only restore those funds but to fully fund the ATP and create an additional fund to help communities build Complete Streets.

Read CalBike’s budget letter: 3/16/2023 Budget Request for Active Transportation Sign On

Invest in active transportation, divest from freeway building

Our budget advocacy is a critical element of our Invest/Divest Campaign. Despite a predicted budget shortfall this year, we believe California can fully fund active transportation projects if it adjusts its transportation budget to align with its climate and equity goals.

However, even without shifting money from climate-killing freeway projects, California has additional transportation funding from the federal Infrastructure and Jobs Act that should be directed to projects that support safe biking and walking.

More money for the ATP

Last year, thanks to advocacy by CalBike and our allies, the ATP got a one-time funding boost, so Cycle 6 had $1.6 billion to dole out to projects across the state rather than the usual amount of $400 to $600 million. But it’s still not enough.

Every year, more and better projects vie for ATP funding as municipalities across the state recognize the value of Complete Streets and seek help to upgrade their infrastructure. That demand will only grow as communities begin to update the circulation elements in their general plans and look for resources to implement those plans pursuant to SB 932.

Yet, even with significant additional funding, Streetsblog reported that there was funding only for projects with a score of 89 (out of 100) or higher. That’s better than in Cycle 5, when projects needed a score of 92 to get funded, but it means that many worthy biking and walking projects won’t get built because our state isn’t providing enough support to tackle these much-needed improvements.

California needs Complete Streets

A Complete Street is a roadway that serves the needs of all users: people biking, walking, driving, and taking public transit. Complete Streets connect to popular local destinations via protected intersections. Bike lanes and sidewalks don’t abruptly disappear. Bus riders have shelter and seating, and bus-only lanes ensure that transit is a fast and appealing alternative to driving a private vehicle.

Complete Streets are safe for everyone. People from 8 to 80 can feel safe enough to bike on protected bikeways. And people of all races, ethnicities, genders, and other identifications feel safe to move freely in their community without fear of biased and often brutal police action against them.

State policies prioritize Complete Streets, but there’s no money to support that priority. That’s why we need dedicated funding to help communities build Complete Streets, and CalBike is advocating for just that.

California’s transportation transformation can’t wait

For years, bike and pedestrian advocates have been fed budget crumbs. We’ve been told to be patient, that we have to wait. At the same time, our state has pumped billions into the status quo: freeways that lead to more congestion and pollution, which leads to more freeway construction, in an endless loop of doom.

California can’t afford not to fund the safe streets we need to mitigate the climate crisis and create livable communities for all residents, and CalBike is bringing this agenda to the forefront in this year’s budget negotiations. But we’re up against vested interests from various private industries as well as years of entrenched policy at state agencies such as Caltrans.

How you can help: We’ll be calling on CalBike members and supporters to reach out to your representatives to tell them to fund active transportation NOW. If you’re not on our list, please join us to get the latest updates and opportunities to speak up for safe streets.

Announcing Invest/Divest Campaign

March 3, 2023/by Jared Sanchez

For Immediate Release: 3/2/23

Contact: Jared Sanchez, CalBike, (714) 262-0921, Jared@CalBike.org

CalBike Announces 2023 Campaign: INVEST/DIVEST

Sacramento, CA – Despite California’s reputation as an environmental leader, our transportation sector remains the main source of toxic emissions, climate pollution, and fatalities on our streets. To address this reality, the California Bicycle Coalition today launched its 2023 campaign Invest/Divest: Invest in Our Transportation Future/Divest from Regressive Road-Building.

Invest/Divest is an ambitious campaign to shift California’s transportation spending from traffic-inducing, climate-killing, over-policed, and community-destroying motor vehicle road expansions, to Complete Streets and other projects that make it easier and safer for more people to get around by biking, walking, or using public transportation.

CalBike’s agenda for 2023 continues momentum from last year, lifting up multi-year campaigns like the Bicycle Safety Stop and Complete Streets.

“California prides itself on being a climate leader. But our state doesn’t deserve that title as long as it keeps spending billions on transportation projects that increase greenhouse gases while underfunding or completely ignoring much cheaper projects that could bring about the green transportation revolution we desperately need. The Invest/Divest campaign is the logical path forward to create a green, sustainable transportation future for our state.”
– Jared Sanchez, CalBike Policy Director

The Invest/Divest campaign aims to build communities where all Californians have equitable access to safe streets, improving health and increasing joy along the way.

Priorities of the INVEST/DIVEST Campaign

Invest in Complete Streets: Prioritize new safe, accessible, and equitable infrastructure that makes biking, walking, and micromobility convenient and appealing. Invest in safe roadways for all transportation modes, bringing us closer to Vision Zero and our ambitious climate goals.
Invest in Just Streets: We’re expanding the definition of a Complete Street to mean one where people of all identities and bodies are safe from police harassment. To accomplish this, we must decriminalize biking and walking, including bikes treating stop signs as yields—often used in biased, pretextual policing—to make our complete streets safe for all identities and bodies. Remove discriminatory barriers based on class, race, gender, age, ability, and other identities and invest in communities where the safety of all residents is paramount.
Invest in Complete Communities: No more bike lanes to nowhere. Invest in connected bikeways and pedestrian paths that provide safe, integrated access to essential destinations, making active transportation a viable option for more Californians.
Invest in Thriving Communities. Invest in long-term neighborhood safety, security, and wealth that connects sustainable transportation options with affordable housing that is integrated with healthy destinations. We must empower the communities most impacted by harmful transportation investments to choose their own goals, strategies, and projects to reduce greenhouse gas emissions, local toxic air, and lethal streets.

Divest from Freeway Expansion: Don’t build one more mile of dead-end infrastructure that increases traffic, damages communities, increases fossil fuel dependence, and creates new maintenance bills that California can’t afford to pay. Divest from failed traffic mitigation policies that lead to gridlock, and invest those funds in infrastructure to move California into the future.
Divest from Climate Collapse: Transportation is the biggest contributor to GHG emissions, so we must divest from projects that increase VMT and invest those funds in low- or no-carbon transportation alternatives.
Divest from Environmental Racism: Low-income communities of color are harmed the most by toxic air, freight distribution, displacement, and gentrification pressures. It’s time to divest from projects that bring environmental degradation and invest those funds in historically marginalized communities.
Divest from Enforcement and Criminalization: Californians need safety from the violence of cars, freight trucks, and other forms of publicly-subsidized harm that especially burden and criminalize Black and brown bodies/communities. Divest from racist, militarized traffic enforcement and invest in community resources to support and protect vulnerable residents.
Divest from Policing as a Street Safety Solution: Law enforcement is often positioned as the prevailing authority on street safety, ignoring other forms of community protection. We cannot trust the police to enforce traffic laws equitably without the removal of white supremacy from law enforcement. Therefore, we must remove police enforcement from Vision Zero and other safe streets strategies.

View Cal Bike’s Legislative Priorities list for 2023

A Day in the Life of CalBike’s Policy Director, Jared Sanchez

March 2, 2023/by Laura McCamy

Jared Sanchez has been integral to CalBike’s advocacy efforts since he joined us in 2017, and he now heads our policy team. We spoke with him about what he’s excited about as the new legislative session gets into full swing and what the workday of a bicycle policy advocate looks like.

CalBike: What are you excited about as you approach this new year of advocacy at CalBike?

Jared Sanchez: Would it be too broad to say the whole Invest/Divest campaign? What I’m excited about is the way it’s going to frame our work in ways that are bold and cutting-edge, not just one-off and piecemeal. I like how it brings together a variety of issues that didn’t have such cohesion before. The movement, the policy, and the politics are all moving in the same direction to approach issues we’ve always faced, but in a more powerful way. What do I mean by more powerful? It just occurs to me — maybe it’s not new — that when we address one issue, it becomes more multi-faceted and forges connections among different agencies. For example, with Complete Streets, we can address that through the budget, agency action, and legislation all at the same time. It gets us out of our silos. The more our state leaders try to separate out the issues, the harder it is to make progress. Invest/Divest will also create more accountability on these issues by showing how one agency is connected to the actions of other agencies or the budget committee, etc. It shows you the depth of the problem more. It’s not just “find money to do X;” it’s actually about finding solutions to several crises — climate, social justice, transportation inequities — that aren’t different problems but are all interconnected, so the solutions should be interconnected, too.

CB: Getting into specifics, what agency advocacy is at the top of your agenda for this year?

JS: I would say four major agencies: CTC, OTS, CHP, and Caltrans. All of them have something to do with Invest/Divest. With Caltrans, it’s Complete Streets. With CTC [the California Transportation Commission, which oversees the Active Transportation Program], it’s about freeway funding and active transportation funding. OTS [Office of Transportation Safety] and CHP [California Highway Patrol], it’s about safety grants and police as a safety solution.

CB: How about the budget process?

JS: My top priority is bringing attention to the fact that there’s plenty of money in our transportation budget. From a quick estimate, there’s at least $2B going to highway expansion, which reverses progress toward California’s climate goals instead of moving us forward. The CTC has to approve this funding. We will show up and make an issue of this in a way that will keep them accountable for their goals and connect that to fiscal policy. Of course, part of this will include addressing the backlog of ATP projects due to the lack of funding and the lack of money going to active transportation projects, specifically Complete Streets infrastructure. We’ll be pointing all this out to the legislators on the budget committee.

CB: Last but not least on the agenda: What legislation are you most excited about this year? Other than all of it?

JS: AB 1525 [sponsored by the Greenlining Institute], for sure. It’s an exciting bill about prioritizing funding for communities of color that would be really transformative. CalBike has led on this issue in past years, and I’m excited others are moving it forward. Also, the Biking is Not a Crime Slate [AB 825, AB 93, & SB 50], and, of course, the freeway stuff. The freeway data bill [SB 695] — we need to be excited about it because it’s public information that’s not available to us. We’ll be able to state our case for Invest/Divest based on how much money is going to highway expansion and what goals are being met by such investments. Right now, we have to broadly estimate. Also, my background is in racial/social justice, and everything that I’ve been mentioning has that element. It’s something the state wants to prioritize, we want to prioritize.

Jared Sanchez center — *Forest Barnes, Jared Sanchez, and Jenn Guitart at the 2022 California Bicycle Summit*

CB: That’s a big agenda. So what does your day look like, working in all these different areas to bring it all together?

JS: In order to make a strong case for breaking the silos of our transportation policy, there are different pieces of my work day. First, doing the research on the background, context, how these things connect to each other, and how these things work in such a complex system takes up a lot of my time. Another part is reaching out to state agencies, state staff, and our partners (well-established and new) about these issues and connecting with people who have a stake in these issues, whether it’s coalition building or figuring out who has a stake. Another part is meetings: partners around strategies or with agencies or legislators around data or a piece of legislation. Whatever the topic is, there are always a bunch of meetings. Coordinating around strategy with others is always more effective than working alone. And, as things heat up, I’ll be attending hearings: policy, budget, appropriations. Meetings involve preparation for testifying or showing up to support, as well as submitting position letters to committees and agencies. Staying up to date about the constantly shifting landscape of the budget and the legislature is a big task. The most time-consuming part is staying on top of the amendments that get added to the bills all the time. Another big part of my day, maybe even a third, is connecting with people who have questions about our work. I am available, with limited capacity, of course, for technical policy assistance — we used to call it policy rapid response — to a variety of issues across the state.

CB: I didn’t realize connecting with others was such a big part of your work. Can you talk more about that?

JS: It’s a lot, either researching what the issue is or finding out what I can do to help. This morning, I spent time talking to bike advocates in Toronto about the Bicycle Safety Stop. The Fre ed om to Walk Act is a big one — people want to learn about our campaign because they want to do something similar wherever they’re at. Another one that comes up is the bikes in general plans bill — people want to know how to implement it in their city. There’s always follow-up to bills: What does this mean for me? A lot of organizations that work on legislation ignore that. Passing legislation is the exciting part that people pay attention to, but often it’s the nitty gritty, getting into the implementation of these new laws, that has the biggest effect. Obviously, there’s a lot of bills that pass every year, and it would be hard to follow up on every single one of them. It’s a job for a whole other organization.

CB: What’s something you do that would surprise people?

JS: One thing people don’t realize is how involved we are in writing the language of these bills. I feel like that’s a pretty influential thing to do. We’re talking to Senate and Assembly offices about what they’re proposing to do, and we’re giving them amendments, basically writing law that brings it closer to our mission.

CB: So, that’s a lot. And you’re a new dad (congratulations!), which is a whole other set of demands on your time. Do you still find time to get out on your bike? What’s your favorite place to ride?

JS: Yes! Being a dad now provides a whole new depth to my life that I thoroughly enjoy, but not without new stressors, of course. Unfortunately, this has cut into my biking time, but I can’t wait until my daughter gets older where she can ride with me! I’ve been daydreaming about biking her around Lake Merritt, my favorite place to be in my hometown of Oakland.

CalBike’s 2023 Legislative Agenda

February 28, 2023/by Jared Sanchez

Last year was an excellent year for bike-friendly legislation in California, but 2023 is getting off to an even more exciting start, with a huge slate of bills that will make our streets safer for all Californians, regardless of their income level, race or ethnic background, or neighborhood. And we’re excited to have strong legislation to support our Invest/Divest Campaign.

Here’s a first look at the bills CalBike is supporting in 2023.

CalBike’s priority legislation

In 2023, there are even more great active transportation bills in the pipeline. We’ve broken them into tiers. The five bills below are CalBike’s must-pass legislation for 2023.

Build Community, Not Freeways

AB 7 (Friedman) California spends too much of its transportation budget on polluting, neighborhood-destroying freeway expansion projects. This bill eliminates single-occupancy vehicle freeway capacity projects. It’s a critical step toward divesting from climate-killing freeway building. California should use that money instead for green transportation infrastructure, including complete streets, separated bikeways, and better public transit.

Riding a Bike Is Not a Crime Slate

AB 825 (Bryan): Allows bicycle riding on a sidewalk adjacent to a street that does not include a Class I, Class II, or Class IV bikeway.

AB 93 (Bryan): Prohibits police officers from requesting consent to conduct a search if the officer does not suspect criminal activity.

SB 50 (Bradford): Prohibits police officers from stopping or detaining a pedestrian or bike rider for a low-level infraction.

AB 825 protects bike riders from traffic violence, allowing people on bikes to ride on sidewalks in areas where municipalities fail to provide safe bike facilities. Too often, police stops of people on bikes end in harassment or even violence, especially if the bike rider is Black or Latino. As an LA Times investigation showed last year, these stops do nothing to keep our communities safer, but they make it more dangerous for BIPOC folk to get around by bike. AB 93 and SB 50 prohibit police from stopping and searching a bike rider for minor infractions like riding without a light and allow California cities to move traffic enforcement from armed officers to the Department of Transportation or other street safety agencies. Taken together, this bicycle safety slate goes a long way toward creating the safe and equitable streets California needs, divesting from police and traffic violence and investing in policies that truly make our communities safe.

Two bills in our exciting Active Transportation Slate for 2023 also decriminalize bike riding and transit, making active transportation more accessible, especially for disadvantaged communities. AB 819 decriminalizes transit fare evasion, and AB 1266 would eliminate bench warrants for minor traffic infractions, including tickets to people on bikes, and keep them from escalating.

The Equity-First Transportation Funding Act

AB 1525 (Bonta) Historically, the majority of transportation dollars have gone to keep streets in wealthier areas in good repair, while investments in disadvantaged communities were more likely to be freeways that fractured neighborhoods and polluted the air. Disinvestment has made low-income communities more dangerous for people who bike, walk, or take public transit, cutting people off from economic opportunities because of a lack of access to transportation. AB 1525 seeks to right this injustice by requiring that 60% of California’s transportation dollars go to projects in disadvantaged communities, investing in transportation justice.

2023 Active Transportation Slate

Last year, we supported a historic Active Transportation Slate, which saw 15 bills signed into law, including landmark legislation like the Freedom to Walk Act. In addition to our five high-priority bills, this year’s active transportation slate contains 14 excellent measures that we’ll be working to pass into law.

AB 6 (Friedman): Regional Prioritization for Clean Transportation

We applaud Assemblymember Friedman for taking another pass at this crucial measure, which passed the legislature only to be vetoed by the governor in 2022. It requires regional transportation agencies to prioritize and fund projects that significantly contribute to regional and state climate goals, divesting from projects that contribute to GHG emissions and investing in transportation alternatives.

AB 73 (Boerner Horvath): Bike, Yield, Succeed

After two years of senseless rejections at the governor’s desk for a commonsense measure allowing people on bikes to treat stop signs as yields, this bill would establish a pilot program to test it in several cities. It’s a good step toward full legalization, though the safety of this law has been tested in the many other states that already allow the bicycle safety stop.

AB 413 (Lee): Daylighting to Save Lives

Too many people walking and biking are being killed on our streets, and intersections are one of the most dangerous spots. This bill will create greater visibility and reduce lethal collisions by prohibiting stopping, standing, or parking a vehicle within 20 feet of any unmarked or marked crosswalk.

AB 819 (Bryan): Decriminalize Transit Fare Evasion

In a perfect world, public transit would be fully publicly funded, and no one would have to pay to ride. Until we get there, this bill to decriminalize fare evasion by removing it as a misdemeanor classification is an excellent step in the right direction.

AB 1188 (Boerner Horvath): California Bike Smart Safety Handbook

What if a bicycle handbook with information on safe riding was available for free at the DMV and other public offices in California? Wouldn’t that be cool? This bill would make it happen.

AB 1266 (Kalra): No More Warrants for Infractions

When someone doesn’t appear for a traffic infraction, including bicyclists and pedestrians who get tickets, a judge can issue a bench warrant. If that person is later stopped (perhaps due to pretextual policing because of the color of their skin), they will have a warrant for their arrest and could be taken to jail. This measure eliminates bench warrants for minor traffic infractions, thereby eliminating a pipeline that has often kept people struggling to get by stuck in a cycle of jail time and poverty.

SB 695 (Gonzalez): Make Caltrans Freeway Data Public

One of the challenges transportation advocates face as we work to invest more in active transportation and divest from destructive freeway boondoggles is that it’s hard to pin down what money goes where in California’s complex transportation budget. This measure will help us re-route funding by providing information, requiring Caltrans to prepare and make available information and data about activities on the state highway system on a public data portal each year.

The active transportation slate also includes:

AB 251 (Ward): Deadly Oversized Cars
AB 361 (Ward): Cars Blocking Bike Lanes
AB 610 (Holden): Free Transit for Youth Pilot
AB 645 (Friedman): Automated Speed Enforcement Pilot
AB 761 (Friedman): Public Transit Transformation Task Force
AB 981 (Friedman): Highway Pilot Projects to Reduce Emissions
SB 712 (Portantino): Tenancy & Micromobility

We’re also watching a number of bills that are still being written, including one or two we might oppose. Check our Legislative Watch page for a list of all the bills on CalBike’s radar this year, and watch your inbox for opportunities to join our campaigns to pass essential active transportation legislation.

ActiveSGV Pioneers New Model for E-Bike Program

February 17, 2023/by Laura McCamy

Based in the San Gabriel Valley, local advocacy partner ActiveSGV has operated a unique e-bike program, GoSGV since the summer of 2022 and is rolling out new options in 2023.

Unlike many local e-bike programs, GoSGV doesn’t give subsidies for an e-bike purchase and, unlike San Diego’s Pe d al Ahead program, it doesn’t require users to log miles or ride a certain distance. We spoke with Jazmin Joyce, Special Programs Specialist with ActiveSGV, about how the program works and why its innovative approach could be a model for other local e-bike programs.

Small group, big plans

Started as a Facebook group a little more than a decade ago, ActiveSGV isn’t a big organization, but the savvy of its staff, board, and volunteers, and its willingness to take risks on innovative programs, have made it stand out. Its first e-bike program, launched in 2016, gave San Gabriel Valley residents $750 toward an e-bike purchase, and it was one of the first such programs in the U.S.

“What we do really well is partnerships,” Joyce says. The group looks for funding opportunities and tries to understand the needs of the community, then works to meet those needs. In the San Gabriel Valley, the bus system is spotty (especially since COVID), there aren’t a lot of accessible bike lanes, and cost is a barrier to riding a bicycle, especially an e-bike. “Transportation is a big barrier. We hear that all the time,” she says.

ActiveSGV decided to create an e-bike program because “people need to get to places that are far away,” Joyce says. “The e-bike is offering that opportunity to not just make it a recreational ride — to make it a useful ride.” With the region’s hilly terrain and hot summers, e-bikes are a natural fit for the group.

Share-to-own e-bikes

However, making e-bikes accessible is a big lift for a small group. So, while GoSGV has relied on grant funding to get started, it hopes that its unusual approach will make the program self-sustaining eventually.

Starting in 2018, GoSGV allowed people to try out bikes. It was originally operated by a private micromobility company. When private operators folded due to the pandemic, ActiveSGV stepped in to run it, with a vision for a program more suited to the needs of the region than docked, short-term rentals.

Under ActiveSGV’s stewardship, GoSGV rents e-bikes by the month, with reduced rates for low-income folks. The program offers a commuter bike and a bakfiets-style cargo bike with a basket in the front. The cargo bikes have been particularly popular, with people using them to take kids to school.

Since its relaunch in August 2022, the program has distributed over 200 bikes, and 23% of users have kept their bikes since the start of the program.

GoSGV gives people a low-cost way to try out life on an e-bike and figure out if it’s a good fit for them. “People really enjoyed the exposure to the e-bike, and they want to buy a bike for themselves because they enjoyed it,” Joyce says. At least five members have bought an e-bike as a result of their experience with the rental bike.

GoSGV also offers test-ride events to raise awareness about the program and give people a chance to try it out before committing to a monthly rental. “We’re able to connect with the community in a different way about bikes,” she says. The team hosts group bike rides, provides guidance and tips on safe riding and storage for new renters, and tries to respond to user questions quickly.

The program recently added a new twist: If a user rents a bike for 36 months, they can keep it as their own. At that point, the rental fees will have covered the purchase price of the bike, with the rider getting to pay for the purchase in small increments while having use of the e-bike.

A self-sustaining model for e-bike access

The funding to buy the e-bikes came through an ATP grant to the San Gabriel Valley Council of Governments. At present, operational costs are covered by rental fees, donations, and grants, but Joyce believes the GoSGV model can become self-sustaining.

The group plans to expand the program to local university campuses and also hopes to expand its bike fleet, especially the cargo bikes, which are in such high demand that they are limited to a two-month rental.

“We want to create access and exposure to these types of bikes,” Joyce says. Many people hadn’t thought about buying an e-bike before. ActiveSGV builds bike culture, one bike at a time, through its GoSGV program.

How to apply for the program:

San Gabriel Valley residents can apply by submitting an application at GoSGV.com. Once you’re approved for the program, you can schedule a time to pick up your bike or have it delivered for a $45 delivery fee.

Electric Bicycle Incentive Work Group Meeting Report: 1/31/23

February 17, 2023/by Laura McCamy

The meeting of the California Air Resources Board (CARB) Electric Bicycle Incentives Project work group on January 31, 2023, provided more information about program parameters and a robust discussion of details still being formulated. Here’s what you need to know.

California’s statewide e-bike program begins to take shape

Over the past few work group meetings, with excellent input from the public (including many of you), CARB has settled on these parameters for the e-bike incentive program:

To qualify, participants can make no more than 300% of the federal poverty level (FPL).
The base incentive will be $1,000.
Participants can get an additional $750 toward the purchase of a cargo bike or adaptive bike.
People whose income is below 225% of FPL or who live in a disadvantaged community can qualify for an additional $250, so the maximum incentive amount is $2,000.
Incentives can be applied toward sales tax, as well as the purchase price.
Incentives will be applied at the point of sale.
All three classes of e-bikes can qualify for incentives.
Used bikes will not be eligible.
Incentives can be used to buy e-bikes from local bike shops or online retailers with a business location in California.
Adaptive bikes can include tricycles. CARB plans to keep the definition of adaptive e-bikes as broad as possible.

The incentives will be first-come-first-served but with a hybrid model that reserves at least 50% of funding for priority applicants (those under 225% FPL or living in disadvantaged communities).

We also learned that the launch date, scheduled for Q1 of 2023, will be delayed until the second quarter, so look for the application window to open in April or later (no date set yet).

There will be another work group meeting, probably in March. We will give you more specific information about launch dates as soon as we have it.

CARB presentation

E-bike options still to be determined

The work group participants had a lot to say about the quality of e-bikes. Some are concerned that, if they buy one of the least expensive models available, the bike might break down, it might be hard to get parts to service it, and there might be an increased chance of battery fires. Several people expressed concerns about risks from improperly charging batteries.

CARB indicated an openness to allowing participants to use a portion of their incentives for gear such as helmets and locks, if the cost of the bike is less than the full incentive amount. Also, after discussion at the prior work group, the agency proposed requiring a minimum one-year warranty on electrical parts. The previous proposal had been two years, which would have disqualified some of the more affordable makes of e-bikes.

A CARB proposal that eligible bikes come with front and rear lights installed was not controversial. But requiring bikes to be assembled by the manufacturer at the manufacturer’s expense was hotly debated. Assembly is standard when buying bikes through a local retailer, but many e-bikes ordered online come with some assembly required. The program needs to balance the concern that people might get a bike they aren’t able to assemble against the need to include online retailers in the program and the fact that some communities don’t have a nearby bike shop.

People at the meeting expressed concern about education and training for participants, which will be discussed at a future work group. Other possible program parameters include priority for applicants with disabilities and a follow-up program to provide repair services to keep the bikes in good working condition.

As always, CalBike will continue to follow the development of this program and give you all the latest information. If you’re not already on our e-bike mailing list, you can sign up below.