CalBike Insider Archives

CalBike Insider: Following Up on the Complete Streets Bill

June 26, 2025/by Jared Sanchez

CalBike does a lot of behind-the-scenes work to encourage state agencies to develop better policies and to follow up on the implementation of bills passed in prior years. One law we’re following closely is SB 960, the Complete Streets Bill. CalBike worked tirelessly for almost a decade to pass a Complete Streets requirement on state roads; now that it’s law, we continue to work with Caltrans to ensure that it’s properly implemented.

The devil is in the details

At our meeting with Caltrans on June 4, 2025, we were encouraged by the staff’s willingness to work with us and the progress made on several fronts in improving the agency’s Complete Streets implementation.

However, there are two areas where we’re not seeing much movement, so we followed up with a letter to California State Transportation Secretary Toks Omishakin and Caltrans leadership outlining our concerns.

Transit priority

One of the requirements in the 2024 Complete Streets Bill is that Caltrans prioritize projects and project elements that improve the speed and efficiency of public transit. Transit is a vital element of California’s sustainable transportation transformation, providing connections that allow people biking and walking to go farther.

We are concerned that Caltrans doesn’t yet have a director’s policy or design guidance for transit priority facilities. These are essential first steps needed for planners and engineers to include transit features in upcoming Caltrans projects. We urge the agency to move quickly to put these elements in place.

Encroachment permits

One of the roadblocks to safe biking and walking infrastructure is the agonizingly slow pace at which Caltrans approves encroachment permits. Local communities need these permits from Caltrans when a project on local streets crosses or overlaps with a state-controlled right-of-way. Many state routes serve as local streets, and freeway on and off ramps dot urban landscapes, often creating safety hazards for people using active transportation. Slow permitting can hold up projects or discourage local governments from planning infrastructure upgrades that touch Caltrans roads.

The Complete Streets Bill calls for faster permitting for Complete Streets projects that intersect state routes. So far, Caltrans has not taken the necessary steps to implement this high-priority element of the new law. We hope to see the agency act with urgency to put staff in place to make this happen in the very near future.

SB 960 Implementation Follow-Up Download

Inside the Black Box of Appropriations

April 30, 2025/by Jared Sanchez

This post was originally published on May 10, 2023. It was updated on April 30, 2025.

In May, California’s appropriations committees wield their influence in the legislative process, as the state’s budget begins to come into focus. Appropriations committees in both the Senate and Assembly have outsize power and can affect the passage of a bill in unexpected ways. Here’s a look behind the scenes.

Kill bill

A recent CalMatters investigation found that, in the 2023-24 two-year legislative session, 2,043 bills didn’t make it to the governor’s desk. Only 25 of those were voted down; the rest died in committee, many of them in Appropriations.

If a California senator or assemblymember wants to kill a bill, one of the sneakier ways to do so is in the legislative appropriations committees. One member with the ear of the appropriations chair can get a bill put into the committee’s “Suspense File,” possibly never to return.

What’s behind this seemingly undemocratic quirk of California’s legislature, and what can we do about it?

What is the appropriations committee?

In both the California State Senate and Assembly, as legislation moves through the process, any bill that requires expenditures over a certain threshold or has any fiscal impact will advance to their respective appropriations committees. The committees must approve any additional costs before the bill goes to a full vote.

How a bill gets killed in Appropriations — the Suspense File

Led by the Senate and Assembly appropriations committees, any legislation that meets a certain fiscal threshold will be placed in the Suspense File (cue ominous music). Generally, if the cost of a bill is determined to be $50,000 or more to the General Fund, or $150,000 or more to a special fund, that bill meets the criteria for referral to the Suspense File.

Many bills stay in the Suspense File until the fiscal deadline passes, then disappear from the legislative process entirely. The Suspense File was developed as a mechanism for slowing the process and giving legislators a way to consider all the bills that are going to put significant pressure on the budget.

What really is the Suspense File?

The Suspense File is among the most opaque and secretive practices at the Capitol, and it allows legislative leaders to not only shelve proposals that are too expensive but also more quietly dispatch those that are controversial or politically inconvenient. It’s well known at the state Capitol that powerful legislators can use the Suspense File as a political tool to keep controversial bills from reaching the Assembly or Senate floor — typically with no explanation, and often without a public vote.

Coming back from the dead: moving bills out of the Suspense File

A bill still has a fighting chance until the Suspense File hearing, when the appropriations committees consider all the bills in the file and decide which get to move on for debate. Lobbyists, legislators, and constituents play an active and important role in deciding which bills move forward.

How CalBike fights for bills we support, with your help

Like any other civic process, shedding light and making noise can influence the course of a bill in Appropriations. When one of CalBike’s bills goes into the Suspense File, we work behind the scenes to convince key legislators to move it forward. We also ask our members to send emails and make calls to support the bill.

Sometimes that works, and sometimes a good bill dies in appropriations. Knowing how the process works helps us fight for measures that improve biking, equity, and joy. We couldn’t do it without your help.

Which bills can you help get off suspense this year?

Our two priority bills, the Quick-Build Bill (AB 891, Zbur) and the Bike Highways Bill (AB 954, Bennett), could be placed on suspense in May. You’ll find actions you can take to move these critical bills and others forward on our Bike Month Action page.

CalBike Insider: Digging into the State Highway System Management Plan

April 16, 2025/by Jared Sanchez

The State Highway System Management Plan (SHSMP) “presents a performance-driven and integrated management plan for the State Highway System (SHS) in California,” according to its webpage. Every other year, Caltrans presents the SHSMP to the California Transportation Commission. CalBike dug into the sections on bicycle and pedestrian infrastructure and submitted comments, part of our ongoing efforts to ensure that Caltrans adheres to the requirement to build Complete Streets passed in SB 960.

Good news and bad news for biking and walking

The 2025 draft SHSMP outlines the 2026 State Highway Operation and Protection Program (SHOPP) performance targets for biking and walking infrastructure on the state highway system, which includes many local routes that double as community streets used by all travel modes. The clarity in this reporting gives CalBike and other advocates an opportunity to speak up in advance to pressure Caltrans to better serve people using active transportation.

For sidewalks, the report shows 31 miles of repair for existing sidewalks and 38 miles of new sidewalks in 2026. That’s a decent amount of sidewalk work, and we’re glad to see Caltrans prioritizing the safety and comfort of pedestrians.

The 2026 SHOPP target is to repair 5 miles of existing Class I bikeways, which are off-road bike paths. The agency also plans to fix 20 miles of existing Class II bike lanes, which are designated by paint only. There’s no plan to rehab Class III (shared bike/car lanes, which are no longer recommended in Caltrans guidance) or Class IV protected on-street bikeways.

Caltrans plans to build 210 miles of bikeways, a significant number. Of those, 15 miles will be Class I and 44 will be Class IV. The Class IV bikeways are particularly significant: CalBike’s research found that Caltrans has rarely included Class IV bikeways in its projects, often downgrading to Class II when Class IV is recommended, so this is a welcome goal.

Unfortunately, 75% of the planned new bikeways on state-controlled streets are Class II. Class II lanes, particularly next to the high-speed vehicular traffic often found on state routes, do not provide adequate protection for people on bikes and won’t encourage people to choose bike riding over driving a car. Plus, although the SHSMP doesn’t include any Class III lanes, Caltrans will still add them to its projects.

Budget Deal Restores ATP Funding

July 5, 2023/by Jared Sanchez

California’s Active Transportation Program (ATP) provides dedicated funding for biking and walking improvements across the state. CalBike championed the creation of the ATP and has continued to advocate for additional funding. We applaud the legislature and the governor for restoring planned funding to the ATP in the 2023-24 state budget. With the budget deal, the ATP will continue to operate with its historic billion dollar one-time expansion and provide critical infrastructure, as we saw in the final list of Cycle 6 projects.

ATP budget in flux

In 2022, with a historic budget surplus, we asked for $2 billion for bikes in the state budget. We didn’t get the full $2 billion, but we got $1.1 billion allocated to the ATP, more than tripling previous annual funding. But, as this year’s budget deficit began to come into focus, Governor Gavin Newsom’s initial budget clawed back $500 million from the ATP. The governor promised to find $300 million of that from other sources, but that still left the program $200 million short.

The final budget deal restored full funding. The California Transportation Commission (CTC), which oversees the ATP and scores projects submitted for funding on a scale of 1 to 100. It approved an additional 134 projects in June, on top of projects previously approved. As Streetsblog reported, the additional funding allowed the CTC to fund projects that scored 92 and above in Cycle 5; an extra $1 billion allowed the commission to extend funding to those with scores of 89 and above in Cycle 6.

Funding for the ATP has increased but not enough to meet demand as California communities scramble to add safe biking and walking infrastructure to streets designed to move cars at deadly speeds. Even with extra one-time funds, many worthy projects don’t make the cut. That means bike lanes and pedestrian improvements delayed or scrapped. This is why CalBike is advocating for $10 billion for bikes, or half of California’s transportation dollars to reverse the historic deficit in building active transportation infrastructure.

How does the ATP work?

If you’re wondering what Cycle 5 and Cycle 6 mean, the explanation requires a deep dive into planning timelines. Let’s start with a history of the ATP.

Created by the state legislature in 2013 to consolidate the efforts of several disparate funding sources, the ATP serves as a central hub for bike and pedestrian projects. The State Senate bill that created the ATP specifically calls for the program to “increase the proportion of trips accomplished by biking and walking” and “increase safety and mobility for nonmotorized users.”Since its inception, the ATP has funded over 800 active transportation projects across the state, benefiting both urban and rural areas. Half of the funded projects have been Safe Routes to Schools.

SB 1 (Beall, 2017), also known as the Road Repair and Accountability Act of 2017, significantly augmented ATP’s funding, directing an extra $100 million a year to the ATP and doubling its funding.

Although the funding comes in annually, the CTC accepts applications for another cycle of ATP grants every two years. Cycle 5 was in 2021 and Cycle 6 was this year. Just to make the math more confusing, the grants are distributed over five years, since it can take time to complete the projects.

In 2021, the ATP approved grants for 49 projects in Cycle 5, barely 10% of the applications received. Funded projects included:

$30 million for Connecting Canoga Park – beautifully detailed with maps and renderings here.
$10 million for Safe Routes to School in Koreatown, Los Angeles – with extensive detail on crosswalk and safety features here.
$1440 for the Pollock Pines Pony Express Trail Bicycle and Pedestrian Improvements – outlined here.

$10 billion for bikes

The one-time boost in ATP funding allowed CTC to greenlight three times as many projects in Cycle 6 as in Cycle 5 (15 Bay Area projects, plus rural grants, and the 134 projects approved in June, for a total of more than 150). That still left many excellent biking and walking infrastructure projects without state funding.

The ATP isn’t the only funding source for active transportation infrastructure. Local and regional monies pay for projects as well. And there are billions more in the state transportation budget that should shift. With the threat of climate crisis looming ever larger, we need to create space for low- and no-carbon transportation fast, and that requires much more support at the state level.

CalBike is asking our elected officials to spend less on building climate-killing freeways and more on Complete Streets and people-centered transportation infrastructure. Look for our new Complete Streets Campaign, coming later this year. And, of course, we’ll continue to push for $10 billion for bikes.

CalBike Insider: First Look at 2023 Active Transportation Bills

February 2, 2023/by Jared Sanchez

It’s still early days, and CalBike is busy working with legislators and allies to firm up our legislative agenda for 2023, but we’ve already got a few bills on our radar. Here’s an early peek at the 2023 legislation that could make California streets more walkable, bikeable, and equitable.

Pave the Bike Lane

Once again, Assemblymember Laura Friedman is leading the way with critical legislation to turn plans into action. AB 6 fixes a misalignment between regional planning and funding to execute those plans. It would require regional transportation agencies to prioritize projects that reduce GHGs and vehicle miles traveled and promote active transportation. It’s a much-needed change that will help move complete streets projects from planning to implementation.

Divest from the Freeway

AB 7, also by Assemblymember Friedman, ends funding for freeway projects that expand capacity for single-occupancy vehicles. It’s a policy shift we need to mitigate climate change and the toxic pollutants and displacement that endanger communities near freeways.

Safety Stop Redux

After the Bicycle Safety Stop failed to become law twice, Assemblymember Tasha Boerner Horvath introduced AB 73, which proposes pilot programs to test the effects of allowing people on bikes to treat stop signs as yields. While the many states that have already adopted similar laws could be considered (successful) tests, we support anything that moves California out of the dark ages on the safety stop.

Vehicle Weight Fee

Assemblymember Chris Ward has introduced AB 251, a measure to study the relationship between vehicle weight and rates of injury to pedestrians, bike riders, and other vulnerable road users. The study would look at the possibility of assessing a weight fee on passenger vehicles, making it more expensive to drive a bulkier car. We hope it disincentivizes people from buying more lethal vehicles.

Limit Pretextual Policing

As recent tragic events in Memphis illustrated yet again, giving police the power to stop, detain, and aggressively harass people for minor traffic offenses too often leads to violence, and even death, especially if the person is Black or Latino. SB 50, introduced by Senator Steven Bradford, would limit the police’s ability to make pretextual stops and thus limit racial profiling that continues to be rampant. CalBike strongly supports this measure because this bill will curtail the all-too-common pretextual bike stops that make riders of color even more unsafe.

The legislative slate hasn’t been finalized yet, and many more crucial pieces of legislation are in the works. We’ll have more to report soon when CalBike releases its 2023 agenda.

CalBike Insider: Kudos for the Appointment of Dr. Adonia Lugo to the CTC

April 29, 2022/by Kevin Claxton

CalBike is delighted that Governor Newsom appointed Dr. Adonia Lugo to fill a vacancy on the California Transportation Commission. Dr. Lugo is a welcome and highly-qualified addition to the commission.

CalBike advocates for a more inclusive CTC

CalBike was a member of a coalition that sent a list of candidates for the CTC vacancy, including Dr. Lugo. Her qualifications are best summed up by the group’s letter:

“Cultural anthropologist Adonia E. Lugo, Ph.D. is the chair of the Urban Sustainability Department at Antioch University Los Angeles. She was born and raised in traditional and unceded Acjachemen territory and now lives and works in traditional and unceded Tongva territory. Professor Lugo began investigating sustainable mobility, race, and space during her graduate studies at UC Irvine when she co-created CicLAvia and the organization today known as People for Mobility Justice in Los Angeles. In addition to her role at Antioch LA, Professor Lugo is an urban anthropologist with Pueblo Planning, a core organizer of The Untokening, and a co-founder of the Mobility Justice Research Network.”

Dr. Lugo still needs confirmation before she takes her seat on the CTC and CalBike will be pushing for the senate to approve her.

Long overdue change at the CTC

The CTC describes itself like this on its website: “The Commission is responsible for programming and allocating funds for the construction of highway, passenger rail, transit and active transportation improvements throughout California.” Unfortunately, for too long the commission has focused much of its energy and resources on the highway portion of its mandate and neglected passenger rail, transit, and active transportation.

Thanks to advocacy from CalBike and other NGOs, plus help from allies in Sacramento, California has begun to elevate active transportation as a way to decarbonize and humanize our communities. However, change at the agency level tends to move slowly and the climate crisis is barreling toward us with increasing speed, so CalBike will continue to push for more and faster changes. We are encouraged by the elevation of Toks Omishaken to Transportation Secretary and, if the governor chooses an equally enlightened choice to replace him at the head of Caltrans, California will be moving in the right direction.

CalBike Insider: California Poised to Mandate Secure Bicycle Parking

April 27, 2022/by Kevin Claxton

Last week, Assemblymember Kevin McCarty introduced a bill to require secure bicycle parking in all new residential buildings, and CalBike was there to testify in support.

AB 2863, the Bike Parking Bill, will require the Department of Housing and Community Development to create standards for bicycle parking in new residential buildings in the next regular update of their standards. It also requires the California Building Standards Commission to update its standards for parking in commercial buildings and specifies that the requirements must be independent of the number of vehicle parking spaces. That’s an essential consideration as more and more buildings are being built with few parking spaces or none at all, so local regulations that require bike parking in proportion to car parking are becoming unworkable. And as more Californians turn to the bicycle for healthy, low-cost, green transportation, the need for safe bike storage is critical.

While the Bike Parking Bill does not immediately impose a mandatory standard, it is the best bill about bike parking that the legislature has considered to date. Previous bike parking bills didn’t pass, in part, because they imposed a strict requirement for the number of parking spaces. The Bike Parking Bill adopts a better approach: By giving the appropriate government agency the responsibility to develop standards, it allows the agency to adopt flexible regulations that meet the needs of different kinds of housing. Also, agencies can adjust regulations in the future, as situations dictate, without an act of the legislature.

McCarty has handed the Bike Parking Bill to Assemblymember Lori Wilson, who will introduce it as it moves through the legislature. CalBike will continue to advocate for this essential measure.

Measures like this demonstrate why your support for CalBike is crucial. While it’s appropriate that the agency develop the standards, it’s vital for a stakeholder organization like the California Bicycle Coalition to stay involved. You can be sure that other stakeholders, who are more interested in reducing their costs than meeting residents’ needs for sustainable transportation, will be at the table. CalBike is the voice in Sacramento for Californians who care about biking. Once this bill passes, we will be there to make sure that housing developers don’t water down this essential regulation and that future construction in California provides bike parking that accommodates all types of bikes.

Half Billion Dollars Stripped from Active Transportation Funding in State Budget Impasse

September 27, 2021/by Kevin Claxton

Earlier this year, CalBike Insider reported that California’s Active Transportation Program was slated to get an extra $500 million in funding from the state’s budget surplus. That’s enough to pay for approximately 80 high-scoring projects that got turned down in the last round of limited ATP funding. You can see the list of all projects here.

The funding for the ATP was part of a $9.6 billion package approved by the legislature in June. It was contingent upon an agreement with the governor about how to spend almost half of it on high-speed rail. The parties never reached a deal, so the funding, including the $500 million boost to the ATP, reverted to the General Fund on October 10.

In case you haven’t been following this tangled tale, here’s a quick recap. Despite the impact of COVID, California ended up with higher than expected revenue and a budget surplus of almost $76 billion. The budget that passed in July directed $9.6 billion of that surplus toward transportation projects. HSR would have gotten $4.2 billion. The ATP’s $500 million would have more than doubled its annual budget of $220 million. Scroll down for a list of all the projects that lost funding when this deal fell through.

The disagreement that killed these projects was about whether to prioritize HSR spending in the Central Valley or urban coastal regions. The governor wanted to prioritize the Central Valley portion, which is easier to build and necessary for the entire system to work as planned. The legislators wanted investment in the urban areas to speed up transit and give millions of their constituents in Los Angeles and the Bay Area a convenient alternative to sitting in traffic in their cars.

In his veto statement for AB 604, Governor Newsom included this language: “I look forward to re-engaging with the Legislature to finalize and pass a comprehensive transportation package early next year that invests in a wide variety of critically-necessary projects including high-speed rail….”

CalBike is concerned that the governor’s message did not explicitly include active transportation among the projects to be funded when they reach an agreement on HSR. Negotiations will continue during the legislative break, with hopes that the parties can return with a package in January or February.

CalBike will work to make sure that the ATP gets its proposed $500 million boost (at least!) in California’s 21/22 fiscal year. A predicted surplus for next year, which is projected to be at least $5 billion, could provide more incentive to invest some of the prior surplus in worthy transportation projects.

Here’s the complete list of defunded projects from the transportation package:

Los Angeles Olympics – $1 billion General Fund to deliver critical projects in time for the 2028 Olympic Games. These funds would be allocated through the Transit and Intercity Rail Capital Program (TIRCP). Eligible projects must be in the Southern California region and related to the transportation needs for hosting the 2028 Olympic Games.
Priority Transit and Rail Projects – $1 billion General Fund for transit and rail projects statewide that improve rail and transit connectivity between state and regional/ local services. These funds would also be competitively allocated through TIRCP.
Active Transportation—$500 million General Fund to advance projects that increase the proportion of trips accomplished by walking and biking, increase the safety and mobility of non-motorized users. The intent of this allocation is to fund the list of projects already submitted and scored through the CTC’s Active Transportation Program. While the CTC requested $2 billion for active transportation projects, this significant investment was considered sufficient at this time.
High Priority Grade Separations and Grade Crossing Improvements – $500 million General Fund to support critical safety improvements throughout the state. These funds would be allocated through a competitive grant program for both freight and intercity rail-related projects.
High-Speed Rail – $4.2 billion Proposition 1A funds to complete high-speed rail construction in the Central Valley, advance work to launch service between Merced and Bakersfield, advance planning and project design for the entire project, and leverage potential federal funds.
State Highway Rehabilitation and Local Roads and Bridges – $2 billion ($1.1 billion special funds through 2028, and $968 million federal funds) to support the advancement of priority State Highway Operation and Protection Program (SHOPP) projects, Interregional Transportation Improvement Program (ITIP) projects, and local road and bridge investments. The source of the $1.1 billion is interest income from the State Highway Account and other accounts.
Zero-Emission Rail and Transit Equipment Purchases and Infrastructure – $407 million ($100 million General Fund, $280 million Public Transportation Account (PTA), and $27 million federal funds) to demonstrate and purchase or lease state-of-the-art clean bus and rail equipment and infrastructure that eliminate fossil fuel emissions and increase intercity rail and intercity bus frequencies. This funding proposal was rejected by the legislature but remains part of the ongoing negotiations.

High-Speed Rail Funding Dispute Holds Up Transportation Spending

July 26, 2021/by Kevin Claxton

A disagreement over the allocation of high-speed rail (HSR) funding is holding billions of transportation dollars hostage in Sacramento, including the Active Transportation Program, California’s only dedicated source of funding for critical biking and walking infrastructure. But don’t worry — a solution to the impasse has begun to take shape.

Governor Newsom and the legislature are engaged in a particularly Californian fight. The governor wants to put the available HSR funding into building the core section already under construction in the Central Valley. (In 2020, CalBike’s Central Valley Project drafted plans to help improve biking and walking access to planned HSR stations in Merced, Bakersfield, and Fresno.) Legislators want the funding to go toward electrification of and improvements to existing rail services at the terminuses in the Bay Area and Los Angeles.

The resolution may come from the extra revenue in California’s coffers, thanks to higher than expected interest income. Legislators may be enticed to make a deal with the governor if the package includes funds to support popular projects in their districts. This could, in fact, work in favor of active transportation. Bike and pedestrian projects are very popular with constituents and the legislators know that, so the deal could include a significant additional investment in those projects.

The ATP provides $220 million in annual funding for active transportation projects across the state. The current budget already includes an additional $500 million in ATP funding. CalBike would love to see another funding boost on a similar scale, but nothing is certain at this point. Additional funds would be a welcome boost for the program, especially since at least $1 billion in good projects didn’t make the cut in the last ATP round because there was not enough money.

In addition to the extra ATP money, CalBike is pushing to increase the amount of funding allocated to build the connected bike networks and bike highways envisioned in AB 1147. This funding is separate from and in addition to the ATP monies.

E-bike incentive program budget request

June 17, 2021/by Kevin Claxton

CalBike, joined by dozens of allied organizations across the state, submitted a letter of support for Assemblymember Tasha Boerner Horvath’s request for a budget allocation to implement the proposed e-bike incentive program. The letter and its accompanying fact sheet express the consensus of a diversity of organizations that a $10 million investment in helping Californians get e-bikes is a great way to advance very many goals: climate change reduction, social equity, health and happiness, local economic sustainability, and traffic safety.

Dozens of organizations signed on, including statewide, regional, and local advocates for environmental sustainability, equity, and transportation justice; as well as influential public officials and agencies.