Sacramento — CalBike and other advocates had a modest ask from California’s nearly $20 billion 2025 transportation budget: give back $400 million stripped from the Active Transportation Program (ATP) in 2024, as the legislature promised to do in last year’s budget. Yet the legislature’s version, released today, includes no additional funding for the ATP.
Last year’s cutbacks limited the program to funding just 13 projects for safe biking and walking infrastructure across the state. The missing funds could immediately jumpstart 30 local infrastructure projects that applied for funding and are ready to break ground.
In tight budget years like 2025, cuts aren’t distributed evenly. Programs backed by powerful industries, such as money to build new highway lanes, receive billions despite their negative impact on air quality and greenhouse gas emissions, while the Active Transportation Program, which saves lives and provides climate solutions, is left begging for crumbs.
“The Active Transportation Program is the victim of its own success, continuously oversubscribed. Yet the governor and some of our lawmakers fail to recognize its value,” says CalBike Policy Director Jared Sanchez. “The disregard for biking and walking at the state level undercuts state climate policy and makes it harder for local governments to meet residents’ demands for safer streets.”
Improvements that reduce traffic fatalities and make it safer and more appealing to walk and bike are very popular in California communities. The number of projects looking for ATP funding grows every cycle, and the number of high-scoring projects eligible for funding increases.
The demand for local active transportation infrastructure, which has been proven to reduce injuries and fatalities for people using all transportation modes and moves California closer to its climate goals, continues to grow. We should increase the budget for the ATP, yet lawmakers have slashed its budget, nearly leading the California Transportation Commission to cancel the most recent funding cycle due to a lack of funds.
Climate change isn’t something we can deal with down the road; it’s here, now. Safer streets shouldn’t be a “someday when we have extra cash” project, but an urgent necessity to prevent more children and other vulnerable road users from dying needlessly. Our budget priorities show our values. This year, California has sided with polluters over people.
The Bike Highways Bill, AB 954, passed the Assembly by a wide margin, showing strong support for protected, connected bikeway networks. CalBike is sponsoring this bill, authored by Assemblymember Steve Bennett, which will create a pilot project pathway to create bike highway networks in two regions.
The networks could be planned using existing segments of fully separated bike paths and on-street protected bikeways, as well as new facilities. Creating a regional network that allows riders to seamlessly get where they need to go without facing missing links or dangerous intersections is the magic of the bike highways plan. This project could significantly increase bicycle mode share and become a model that can be replicated throughout California.
Although we don’t have complete bike highway networks yet, there are several existing bikeways used for long-distance bike commuting. We spoke to some of the people using one of these bikeways in Southern California.
“AB 954 is our chance to link the enormous stack of bicycle benefits with well-connected, longer-range networks. In Burbank, for instance, major bike paths including the Chandler, the San Fernando, and the Channel Bikeways, do not connect to each other or to the Los Angeles River Bike Path. Without safe, direct connections, these human-powered corridors remain isolated and ineffective. Bike highways are the way to weld segments together into something truly useful. By linking these networks, we unlock a complete system where biking becomes not just possible, but a life-affirming celebration for all.” — Kreigh Hample, Project Coordinator for Walk Bike Burbank and the Burbank Advisory Council on Disabilities
Southern California Trails
The San Gabriel River Trail is a 35.4-mile multi-use path. The LA County website lists mountain biking as one of the uses and seems to view the trail from Seal Beach to Azusa as recreational. We reached out to users via Reddit and found at least one bike rider who uses it for commuting as well as recreational rides.
“The SGRT is one of the few places where cyclists can truly bike without ever encountering the crazy drivers of LA,” Justin Williams told CalBike. “I use the path to commute to work and on the weekends for fun. It is one of the only ways to cross the 405 without on/off ramps… PCH gets sketchy, and I wouldn’t recommend it to my friends.”
The trail passes through numerous cities, including Norwalk and El Monte, and could provide the basis for a bike highway network if connected with local bike routes.
An anonymous commenter rides the San Gabriel River Trail but prefers the Santa Ana River Trail farther south for recreational rides because of poor pavement in some sections of the SGRT. The San Gabriel River Trail is shared with horseback riders, and some sections are gravel rather than asphalt.
The Santa Ana River Trail is an ambitious project to build 110 miles of trail from the San Bernardino National Forest to the Pacific Ocean in Huntington Beach. This trail, which started construction in 2005 and is 60% complete, will ultimately pass through San Bernardino and Santa Ana. It will end at the Pacific Coast Highway, a few miles south of Beach Boulevard, a state route that CalBike evaluated as part of our Incomplete Streets report.
While these two trails are largely intended for recreational bike riding, they could provide the spine for connected, protected bike highway networks, allowing people to travel by bike between and within Southern California communities. There are numerous trails like this throughout California. With your help, we’ll pass the Bike Highways Bill and experience the positive impact of truly regional bikeway transportation networks.
https://www.calbike.org/wp-content/uploads/2025/06/San-Gabrient-River-Trail-bh.jpg4441267Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2025-06-09 16:54:352025-06-09 16:54:37This Is What a Bike Highway Could Look Like
Caltrans issues Design Information Bulletins (DIBs) that set the parameters for specific types of facilities on the state highway network. DIB-89 provides guidance on how to build Class IV bikeways. Class IV lanes are on-street bikeways separated from car traffic by some type of physical barrier. CalBike’s analysis of Caltrans data found that, although protected bikeways have been legal in California since 2015, Caltrans added almost no Class IV lane miles between 2018 and 2023.
Caltrans first issued DIB-89 in 2018 and updated it in 2022. It’s now preparing to do another update of this design guidance. Later this month, the California Walk and Bike Technical Advisory Committee (CWBTAC), which advises Caltrans on matters related to active transportation, will have an opportunity to provide feedback on DIB-89 to inform revision later this year. Kendra Ramsey, CalBike’s executive director, sits on the CWBTAC, so we will be able to comment. We are working on our own comments, but want our supporters to have an opportunity to weigh in as well.
DIB-89 is important because it will govern how Caltrans implements Class IV bikeways, which are the safest on-street bikeways and proven to reduce injuries for all road users. Often, local agencies also look to Caltrans guidance to inform how they construct facilities on local roads. The design guidance could encourage or discourage the use of Class IV lanes, depending on how it’s written. This is very deep in the weeds, but we don’t think that only traffic engineers should weigh in on something that could have a profound impact on how we all get around. We’ve put the current version of DIB-89 into our Google Drive and opened it for comments. We invite you to read it and add comments by June 23 so we can read them before the meeting. CalBike wants to bring as much feedback as possible to the CWBTAC meeting at the end of this month, so we are happy to hear what you think should be changed.
https://www.calbike.org/wp-content/uploads/2021/05/CalBike-Insider-Image4.png7201280Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2025-06-09 15:38:052025-06-09 16:57:43CalBike Insider: Design Guidance on Class IV Bikeways
On May 27, 2025, the Kern County Grand Jury released a preliminary report titled The Proliferation of Bike Lanes: Whose Road Is It? The grand jury had been asked to “examine the impact of bike lanes in Bakersfield.” It returned findings that questioned the value of installing bike lanes in Bakersfield and accused the consulting firm that developed the city’s bike plan of being “biased toward bicycles.”
This is a questionable use of the grand jury process to circumvent California’s climate goals for the transportation sector and the rightful role of local government officials to make transportation plans for their city. Here’s what we know about the grand jury report and what’s next.
The Civil Grand Jury
Every county in California convenes an annual civil grand jury for the express purpose of investigating local government. Unlike federal grand juries, which generally determine whether there’s enough evidence to charge someone with a crime, California’s Civil Grand Juries may investigate noncriminal matters.
According to Kern County’s website, a grand jury can review complaints about “inefficiencies and misconduct in government.” Based on the report, bike lanes appear to fall into the inefficiency bucket.
The complaint process is confidential, so the report doesn’t state who requested that the grand jury investigate the “proliferation of bike lanes” in Bakersfield. Citizens can request civil grand jury investigations, as can elected officials or government staffers.
Findings: “conflict of interest” and cost/benefit analysis
The findings of the four-page report include benefits of biking, such as a 53% reduction in injuries after bike lanes are installed, the half ton of CO2 that switching from a car to a bike takes out of the air annually, and the fact that bike lanes are cheaper to install and maintain than car lanes.
The negative findings can be summarized as:
It’s too hot to bike in Bakersfield in the summer.
The air is too polluted in the region, so everyone should stay inside a car.
H Street in Bakersfield can’t afford to lose a traffic lane to accommodate a bike lane because nearby streets are too congested.
The city should have made sure that the consulting firm it hired to create its Bicycle & Pedestrian Safety Plan didn’t have a “predetermined goal of moving many people from cars to bicycles.”
The last point appears to be directed at Alta Planning + Design, which prepared Bakersfield’s most recent bike and pedestrian plan in 2020. The grand jury seems to have found that specializing in active transportation planning is a disqualification from developing such a plan.
The issue with H Street is oddly specific in a report that otherwise more broadly questions the decision to add infrastructure that makes it safer to ride a bike in Bakersfield.
The complaint about air quality is self-contradictory. The solution to polluted air might be to ride a bike instead of, for example, driving a car and…polluting the air. And, while heat is certainly a factor in the comfort of bike riding, the grand jury seems to assume that everyone riding a bike in Bakersfield could drive in an air-conditioned car if they chose. The jury didn’t consider the fact that some Bakersfield residents don’t own or can’t afford a car, so making biking safer is critical for their mobility. It also doesn’t factor in the rising number of e-bikes, which can make it easier to bike in hot weather by doing some of the work. It also doesn’t consider that many people ride bicycles in other communities that experience summer heat.
The civil grand jury requests that the City of Bakersfield, by July 1, 2025, amend its RFP materials to “better identify potential conflicts or biases of proposals.” We hope this will apply to any road construction or maintenance contracts as well. Those shouldn’t go to companies that favor infrastructure for motor vehicles.
Starting September 1, 2025, the grand jury wants Bakersfield to conduct automobile and bicycle counts before constructing new bikeways. This sounds like a way to support the argument that “no one bikes here” to avoid putting a bike lane on a roadway that’s too dangerous for most bike riders until the bike lane is installed. It’s a circular argument that has no good outcome for people who want or need to get around by bike.
The final recommendation is to develop a cost/benefit model for bike lanes by September 1, 2025. Presumably, this will calculate the greenhouse gas savings, which the report deemed too small to justify bike lanes. The grand jury obviously didn’t realize that this model already exists: Caltrans has developed a life-cycle cost/benefit analysis model that can be applied to any transportation project.
There seems to be a bias in this report against the utility of bike lanes. It’s a familiar stance, one every bike advocate has witnessed at civic meetings when new bike infrastructure is proposed. The civil grand jury appears to have made its findings and recommendations without considering all the data relevant to active transportation planning decisions. That’s not surprising; they’re probably not urban planning experts.
What happens next
The Bakersfield City Council has 90 days to submit a response on the findings and recommendations in the report to the presiding judge of the Kern County Superior Court and the foreperson of the civil grand jury. The Bakersfield Public Works Department has 60 days to submit responses to selected findings and all three recommendations.
It’s a stretch to argue that decisions about creating and implementing a bike plan (something required to access certain types of transportation funding) are not within the purview of the Bakersfield City Council or Public Works Department, even if some residents disagree with the outcome. Grand juries are designed to look for fraud, malfeasance, and mismanagement. None of that seems to be present here.
We hope the city council and public works department will stand up for safe streets for all Bakersfield residents. If you live in Bakersfield, let your city council member know you expect a strong rebuttal to the biased report on bike lanes.
https://www.calbike.org/wp-content/uploads/2020/06/Central-Valley-Bikeways-Project-Bakersfield.png10021146Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2025-06-03 10:16:212025-06-03 11:57:10Bakersfield Convenes Grand Jury to Investigate Bike Lanes
Photo: Anne Thomas riding the “mousehole” bike lane through underpass on State Route 273.
Quick-build methods are a cost-effective way to reconfigure streets for greater safety for people walking and biking. Placing parked cars or planter boxes between moving cars and bike riders is less expensive to design and install than a raised curb. Quick-build safety measures are easier to alter as well, allowing street design to evolve on the ground, guided by user experience. For these reasons, many California communities now use quick-build methods to add active transportation improvements.
Caltrans hasn’t yet standardized quick-build for streets that are state-managed, so CalBike is sponsoring AB 891, Assemblymember Rick Zbur’s bill to create a quick-build pilot at Caltrans. Stories from our local partners of quick-build projects and needs on state routes show how Caltrans can deploy quick-build for effective, fast safety upgrades.
Quick decisions in Caltrans District 2
Anne Thomas from Shasta Living Streets shared positive experiences working with Caltrans District 2. For example, after working with her organization and the community members it organized in support, the agency was able to make a quick decision to change the capital pavement maintenance project and drop a car lane to add a Class II bike lane in a project on State Route 273. Although the first implementation of this bikeway was just paint, the decision to drop the car lane and add a bike lane helped create space for a protected two-way bikeway 10 years later in front of the new Shasta Bike Depot.
In partnership with Shasta Living Streets, Caltrans District 2 helped gain statewide approval to install the first parklet on a state highway. The parklet was built using quick-build methods. The installation was a huge success, even winning design awards.
Thomas’s group held a workshop and used data to raise awareness and generate community support for the urgent need to add a bikeway in a tunnel under railroad tracks, giving access to people walking and biking. District 2 staff approved the project and built it using quick-build methods. Thomas reports that, although this isn’t a perfect safety feature, people love it and use it. Community member Mindy Graves said, “I love the new Hwy 273 adjacent bike lane; as a resident on the west side of Redding, it’s been a great new connection to downtown.”
The experiences of Shasta Living Streets demonstrate the power of quick-build to create safe spaces for people biking and walking on Caltrans routes. Thomas credits District 2 for embracing the process. She’s seen quick-build projects that prove their worth turn into more permanent installations in time, highlighting the value of an iterative design process. The Quick-Build Bill will lend legitimacy to this well-tested method, allowing Caltrans districts to use it more widely.
The need for quick-build is real
Warren Wells from the Marin County Bicycle Coalition noted that a maintenance project on Highway 1 goes through a section of Tam Valley identified as a high priority to have a Class I separated path. But finding the resources and funding to build this using traditional materials could put off a much-needed facility, while a quick-build installation would create safer infrastructure in a spot where people are already walking and biking on the side of the highway.
Bike East Bay’s approach has been to collaborate on demonstration projects to show Caltrans staff and local governments what’s possible on state routes that run through their cities. Robert Prinz tells us that, in 2023, the group worked with Caltrans staff and the Cities of San Leandro and Berkeley on small quick-builds for E 14th Street and San Pablo Avenue, both of which are state routes.
@CitySanLeandro’s E 14th protected bikeway pop-up demo is starting soon, 2-5pm today between Bancroft &150th Ave. Come on out for food, music, & info about the #EastBayGreenway project from Oakland to S Hayward! Stop by our Bike East Bay table for freebies! pic.twitter.com/GplxolOH14
Prinz hopes the San Leandro quick-build will show what’s possible for future segments of an upcoming corridor project called the East Bay Greenway. The Berkeley project would have used a two-way cycle track to connect two segments of a neighborhood route that jogs as it crosses San Pablo Avenue. The City of Berkeley hasn’t yet had the resources to execute the project, but Prinz hopes it will in the future.
In the absence of Caltrans leadership, communities have been left on their own if they want to add active transportation infrastructure on state routes that double as local streets. In CalBike’s review of Caltrans project documents last year, we even saw instances where Caltrans declined to devote any of its extensive repair budget to safety upgrades for people biking and walking and suggested cities needed to find the funds elsewhere.
We believe state road repair funds should serve the needs of all road users, not just people who drive. The Complete Streets Bill we passed last year puts the weight of law behind the mandate for Caltrans to allocate resources more equitably. We hope the Quick-Build Bill will give the agency flexibility to do more for pedestrian and bicyclist safety and implement fixes more quickly.
Help us pass the Quick-Build Bill. Email your assemblymember today.
https://www.calbike.org/wp-content/uploads/2025/05/Anne-Thomas-SR-273-Mousehole-bikeway.jpeg12001600Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2025-05-29 12:36:452025-05-29 14:24:42Quick-Build Designs Improve Street Safety
California’s new daylighting law prohibits parking within 20 feet of the approach to most crosswalks, creating greater visibility to reduce conflicts between people driving cars and people walking or biking across the street. The law allows communities to ticket people parked in that space, regardless of whether the curb is painted red or there is signage prohibiting parking. However, many cities are using red paint to give drivers fair warning.
Of course, a painted curb won’t stop delivery drivers, the “I’m just stopping for a minute” crowd, and other drivers from obscuring the sightlines daylighting is meant to create. The 20-foot space is about one parking space. With a little creativity, communities can activate this space, adding beauty or utility to our shared spaces while making it impossible for vehicles to occupy the daylighting zone. Here are nine ideas, ranging from the mundane to the creative, for transforming the extra space into a civic asset.
1. Bollards or posts
Bollards are boring, and a determined driver can roll over soft-hit posts. But they’re cheap, they’re easy to install and replace, and they provide an extra cue to leave the space open.
2. Bike parking corral
It’s critical to pick uses for daylighting space that don’t block the sightlines of drivers, pedestrians, or bicyclists. So, no large giraffe sculptures or walled parklets. But a bike parking corral, even when fully occupied, will allow car drivers to see people crossing. It also provides valuable bike parking that doesn’t obstruct sidewalks, which are often too narrow for these shared uses. It’s a win-win.
3. Bike or scooter share dock
Like a bike parking corral, a micromobility dock is low enough to preserve visibility. Some docks have a tall element advertising the service, which includes a screen and keypad for checking out a bike or scooter. That element should be placed at the far end of the dock, outside the daylighting zone.
4. Benches
Places to sit are crucial amenities, especially for older adults, people with mobility limitations, and, honestly, a lot of the rest of us at least some of the time. Adding benches to public spaces makes it possible for people to walk farther, knowing they’ll be able to rest when they need to. And a bench can be a place to meet friends or just watch the day roll by.
5. Public art
Artwork in daylighted space could take the form of painted asphalt, which has a proven traffic-calming effect and gives a stronger indication that it’s a no-parking zone when combined with the red curb. Larger artwork could be added, as long as it conforms to height limitations and doesn’t impede visibility.
6. Planter boxes
Taking a page from quick-build methods, planter boxes are easy to place, don’t block sightlines, and add beauty and greenery to the street.
7. Bioswales
It’s a more ambitious project, but a daylighting space could be the perfect place to remove pavement and install a bioswale. Bioswales are planted areas specifically designed to absorb stormwater runoff, relieving pressure on the sewer system and preventing flooding. As climate change brings heavier precipitation, this adaptive street feature has become more necessary. Daylighting spots near areas prone to flooding are ideal locations for stormwater mitigation.
8. Mini community gardens
Community garden space is in high demand in many neighborhoods, with long waiting lists for plots. Raised beds in daylighting spots along a street could create a linear community garden, allowing everyone to enjoy the plants growing there and gardeners to get their hands in the soil.
9. Adopt-a-space
Allowing nearby residents or businesses to adopt a daylighting space can have multiple benefits. It relieves the municipality of the expense of developing and maintaining the space. Neighbors become invested in the public space, seeing it as more than merely a lost parking spot. And plaques advertising the business or people responsible for the spot allow businesses to show they are community-minded and residents to get credit for their creativity. Of course, a program like this would require oversight, and projects would have to fall within acceptable parameters to ensure safety. Beyond that, creativity can rule. A garden store could put a demonstration plot in the space. A kitchen supplier might craft a creative outdoor sculpture from pots and pans. Schools could lay down mosaics or other artwork. The possibilities are endless.
https://www.calbike.org/wp-content/uploads/2025/05/community-garden-e1748486002646.jpg29154867Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2025-05-28 19:37:322025-05-28 19:37:34Nine Uses for Daylighting Space
In 2023, AB 413, Assemblymember Alex Lee’s Daylighting to Save Lives Bill, passed in Sacramento, making California the 43rd state to prohibit parking approaching intersections to increase visibility of pedestrians and bicyclists. CalBike and California Walks sponsored this critical safety measure, and we are calling on all municipalities to enforce it.
The law included a one-year grace period during which cities could issue warnings but not tickets to cars parked in the daylighting zone of 20 feet on the approach to a crosswalk. On January 1, 2025, cities could begin issuing tickets. Yet, few California communities have stepped up to enforce daylighting, and some of our largest cities are lagging in their implementation.
“Intersections are some of the most fatal parts of our roads where cars, bikes, and pedestrians cross paths,” Assemblymember Lee said. “Roughly a quarter of all traffic fatalities occur around intersections. By improving visibility, daylighting is a simple solution that’s been proven to save lives. Daylighting will help prevent roadway deaths, and we need cities statewide to fully embrace this safety measure. It’s critical that we catch up with the rest of the country and commit to solutions like daylighting to make our streets safer for everyone.”
Every year, around 4,000 people are killed on California roads, and many more are injured. Pedestrians are particularly vulnerable, and intersections are one of the most dangerous spots on the road. Older adults, who are more likely to die even in a low-speed collision, make up a disproportionate number of these fatalities. Children are also among the most vulnerable pedestrians, and the trend of taller front hoods on cars, trucks, and SUVs means that drivers of these vehicles need extra distance to see kids.
The improved sightlines provided by daylighting intersections allow time for drivers to see someone crossing the road on foot or by bike, slow down, and come to a stop to yield the right of way. Yet, we are hearing excuses and obfuscations from cities to water down or simply not enforce this law. In San Francisco, the SFMTA is painting 10-foot red zones instead of 20-foot red zones on some streets. The law allows cities to set shorter daylighting zones if they pass a local ordinance including justification for the difference, which San Francisco has not done. Other cities have refused to ticket drivers because there is no local ordinance prohibiting parking next to intersections, even though state law supersedes local regulations and the daylighting law is enforceable throughout California.
California communities would do better to follow the example of cities like Cupertino, CA, which has taken many of the appropriate steps to prepare its intersections for daylighting. Of course, other cities across the country, including Hoboken, NJ, have achieved zero traffic fatalities, mainly through the daylighting of intersections.
CalBike and California Walks urge municipal leaders and public works departments to:
Educate parking enforcement officers and empower them to write citations for parking within daylighting zones. No signage or curb paint is required to take this step.
Educate residents about the need to leave sightlines clear near crosswalks as an act of community care.
Install signage and red curb paint marking the 20-foot no-parking space wherever feasible.
Harden daylighting zones as much as possible by adding bike parking corrals, bike or scooter share docks, benches, planters boxes, bioswales, or other community amenities.
Use planned road maintenance projects as opportunities to demarcate and harden daylighting zones.
The 20-foot space required by state law (15 feet for intersections with curb extensions) is the equivalent of just a single parking space. We believe one parking space is worth the life of someone’s child or grandparent. Giving up this small amount of parking is something we can all do to benefit our communities and our neighbors.
Daylighting is an essential tool in reducing the growing toll of traffic violence on California streets. We urge our civic leaders to fully adopt this simple yet effective safety measure.
https://www.calbike.org/wp-content/uploads/2025/05/schoolkids.in-crosswalk.jpg10631417Laura McCamyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngLaura McCamy2025-05-27 15:03:332025-05-28 20:09:59California Walks and CalBike Call on Cities to Implement Daylighting to Save Lives
Sacramento — CalBike is disappointed to see no increase in funding for active transportation in Governor Gavin Newsom’s May revise. As it has become clear there will be no leadership from Washington on climate change, active transportation, and safe streets, it’s more imperative that California step up and work toward its goals on climate and safety.
Last year’s budget stripped $400 million from California’s highly effective Active Transportation Program (ATP), which funds biking and walking infrastructure around the state. The deep cut left this essential program crippled. It was only able to hand out 13 grants in the most recent cycle, leaving many shovel-ready safe streets projects in limbo, waiting for funding.
“Active transportation projects give us the biggest bang for our buck,” said CalBike Policy Director Jared Sanchez. “Yet the governor consistently cuts sustainable transportation while leaving funding for our unsustainable legacy transportation systems untouched.”
Four hundred million dollars might build a few miles of highway, but it goes a long way for active transportation infrastructure. Restoring that money to the ATP could greenlight two dozen critical projects to build safe bikeways, intersections, paths, and more.
CalBike calls on the legislature to step up where the governor has not and restore the $400 million taken from the ATP. It’s time to stop throwing money at expensive highway boondoggles that worsen the climate crisis and invest in a transportation system that will carry California into the future, which includes active transportation as a key component.
https://www.calbike.org/wp-content/uploads/2018/11/California_State_Capitol_in_Sacramento.jpg10001500Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2025-05-14 14:26:202025-05-14 14:26:20California’s Transportation Spending Has the Wrong Priorities
The Slow Streets movement wasn’t new when the pandemic hit in 2020. Berkeley had restricted traffic on neighborhood streets that became bike boulevards decades earlier. But the sudden demand for safe space to walk and bike when everyone was staying home fueled a surge in Slow Streets.
Slow Streets are shared spaces where only local car traffic is permitted and people walking, biking, and rolling take precedence in the street. Cars must travel slowly, being mindful of the shared space.
Many of the programs instituted by California cities at the height of the pandemic were temporary, taken down once life began to return to normal. But the experience of the freedom of Slow Streets left a lasting impression and a movement for spaces where kids can safely play in urban environments.
On Wednesday, May 28, 2025, at 10 am, CalBike hosted a webinar on Slow Streets as part of our Summit Sessions 2025 series. Robin Pam, from KidSafeSF, and Shannon Hake from the San Francisco Metropolitan Transportation Agency (SFMTA) shared experiences from the advocacy and government agency sides of creating and implementing Slow Streets. Justin Hu-Nguyen and Robert Prinz from Bike East Bay discussed a Slow Streets pop-up event that their bike coalition recently did on one of the Berkeley streets designated as a Slow Street during the pandemic.
View the webinar recording below and scroll down to see each presenter’s slides.
Changing the face of San Francisco
Some of the biggest victories for car-free and car-lite streets in California have been in San Francisco in the past few years. Advocates won a car-free JFK Drive through Golden Gate Park, then won it a second time — decisively — when opponents took the fight to the ballot box. More recently, the Great Highway near Ocean Beach, which was car-free during the pandemic, became a permanent park and promenade space.
SFMTA has a program formalizing neighborhood Slow Streets shared by local car traffic and people biking, walking, and rolling, and local advocates continue to work with the city to expand safe spaces for people of all ages to enjoy.
Bike East Bay recently hosted a pop-up Slow Street on 9th Street in West Berkeley. The street is part of Berkeley’s extensive network of bikeways, and parts of it are a shared Bicycle Boulevard. Advocates see a better way to create a safe space for biking and walking, and their pop-up gave people a chance to experience and provide feedback on potential features for the street in a future redesign.
Pedal Ahead, the administrator of this program for the California Air Resources Board (CARB), has published its own FAQs.
Note: We update these FAQs as new information becomes available. This post was originally published on October 19, 2022, and last updated May 9, 2025
The official website for California’s E-Bike Incentive Project is live at ebikeincentives.org. You can get more information about how to apply for an incentive at that site, and bicycle manufacturers and retailers can sign up to participate.
Important note and we can’t emphasize this enough: There are not enough e-bike vouchers for everyone who qualifies and wants a bike. Think of it like the lottery — some people will succeed in getting vouchers, but many more will not. If you meet the program requirements, you still have to get in line during an application window and submit an application — and not everyone who gets in line will make it through the application process. The program has a limited scope and budget that can’t meet the tremendous demand.
CalBike continues to advocate for additional funding for this hugely popular program.
TL;DR version:
The next application window will be May 29, 2025.
The program began distributing vouchers in December 2024. The April 29, 2025, application window was canceled and rescheduled due to technical issues that kept some people from accessing the waiting room.
More vouchers will be released in subsequent application windows.
The program is limited to California residents with income at or below 300% of the federal poverty level.
Applicants must be at least 18.
The voucher amount will be $1,750, with $250 additional for people below 225% FPL or living in a disadvantaged census tract.
Incentives are limited to one per person. There is no limit per household.
Demand continues to grow for this program, and there are a limited number of vouchers. Check out one of the many local e-bike incentive programs for more options. Visit our e-bike page for a full list.
What is California’s E-Bike Incentive Project?
The E-Bike Incentives Project is a 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 allocated additional funds for a total of $31 million, which will fund approximately 15,000 vouchers.
The California legislature hasn’t allocated ongoing funding for the program past the pilot, but CalBike will advocate for continued funding, and CARB appears committed to including e-bikes in its clean vehicle incentive programs.
When can I apply for a California e-bike incentive?
Vouchers will be released during limited application windows. We will post the dates of new application windows as soon as we know them. CARB usually announces application dates two to three weeks ahead of time.
I tried to apply for a voucher in the past. Did the system save my information?
No. You must start your application from scratch in each application window. Demand for this program is very high, so the administrator’s systems are unable to save information from people who haven’t yet been through the whole process.
What is the process to apply for a voucher from California’s statewide e-bike incentives program?
Be sure you have the required documentation and that you meet the income qualifications. The online waiting room will be open for an hour before the application window opens on Thursday, May 29, 2025, allowing everyone time to log on.
Important: Once you’re in the waiting room, do not close your browser window. Navigate to that window a few minutes before the deadline and do not leave.
Everyone who’s in the waiting room at the end of the hour during the next application window will receive a randomly assigned number generated by a software program. That designates your place in line.
This application window will distribute 1,000 vouchers. If you’re assigned a number of 2,000 or below, stay in line. Even if you’re over 1,000, you might get through if people ahead of you drop off. Once the required applications are completed, the portal will close.
If you apply for a voucher, the administrator will confirm your eligibility. Once your application is accepted, you’ll receive a code you can take to a participating e-bike retailer or online store. This process can take several weeks, so please be patient. The amount of your voucher will be applied to your purchase, which can include gear such as racks, a lock, or a helmet, in addition to the bike.
You can find more information about the application process in the implementation manual and you can also watch a webinar CalBike hosted to answer questions about the process.
What if I can’t apply online?
People who aren’t able to apply through the online portal may request a paper application from the administrator. Requests for paper applications will be randomized using the same system as the online portal, so people who want vouchers have the same chance of being able to apply by either method.
I meet all the qualifications to get a voucher. Why can’t I get one?
We have heard from many people who are understandably disappointed and frustrated that they weren’t able to submit their application for an e-bike incentive during the most recent application window.
The reality is that CARB’s E-Bike Incentive Project is not like many of the other programs that benefit low-income Californians, where applicants who meet the program criteria are guaranteed the benefit. The e-bike program has limited funding and a limited number of vouchers to distribute. Applications are taken during designated windows on a first-come, first-served basis and not everyone will be able to apply for a voucher. For context: during the first application window in December of 2024, nearly 100,000 people got in line for 1,500 vouchers.
CalBike continues to advocate for more funding for this program, but many people who want vouchers will not get them. However, there are many local e-bike incentive programs where you might have a better chance of getting assistance to buy an electric bike.
I signed up on the mailing list. Am I in line to get a voucher?
No. The only way to apply for an e-bike voucher is by going to https://www.ebikeincentives.org/apply/ during a designated application period. There is no waitlist for this program.
Joining the mailing list for the E-Bike Incentive Project or CalBike’s mailing list will give you timely updates on the program, but it has no impact on your application status.
Will there be more e-bike incentives, or is this a one-time program?
The current plan envisions several application windows to distribute the $31 million currently available.
How long does it take to apply for an e-bike incentive?
The online application process takes about 20-30 minutes. In addition, you might have to wait in line to access the application portal. During the first application window, people waited in line for up to 45 minutes. Being in line doesn’t guarantee that you’ll get to submit an application.
If you do get to submit your application, you can make the process faster by:
Having all your paperwork handy. You can find a list of documents to prove eligibility here. Have scans of the documents you’re using to prove eligibility or take a photo with your phone.
Watch the required e-bike safety and climate impact videos ahead of time. The safety video is 12 minutes long and the climate video is five minutes. Pre-watching will allow you to simply check those boxes and complete your application in about 10 minutes.
You don’t need to know what bike you want to purchase before you apply for the voucher. You will have 45 days to select and purchase your bike. If you need more time, you can request a 45-day extension.
I submitted an application. When will I get my voucher?
People who submitted applications should allow up to 60 days to receive their vouchers. Once your application is approved, you will receive an email with a voucher code you can take to a bike shop or online retailer to apply to the purchase of an e-bike.
The administrator will contact you if your application is missing any items needed for approval. If that happens, you must respond within 14 days to preserve your application reservation.
What are the requirements to apply for an e-bike incentive?
You will have to prove income eligibility and California residency.
Other requirements:
Be at least 18 years old
Purchase the bike within 45 days of incentive award with the option to extend for an additional 45 days
Own the bike for one year
Take a 12-minute bike safety education class online
Can more than one person in the same household apply for an e-bike voucher?
Yes.
Individuals can only get one voucher each, but there is no limit to how many people from the same household can apply as long as each person qualifies.
Who qualifies 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 2024 FPL guidelines) would be:
Individual: $45,180
Family of 2: $61,320
Family of 3: $77,460
Family of 4: $93,600
Family of 5: $109,740
How much will the California e-bike incentives be?
The base incentive will be $1,750 for all types of e-bikes. The program will offer an additional $250 to people living below 225% of the federal poverty level or living in a disadvantaged community. The maximum incentive is $2,000.
Can I stack the California e-bike incentive with other e-bike incentives or rebates?
Yes.
If you qualify for a California voucher and an e-bike incentive from a local government, utility, transportation agency, or other entity, you may use both incentives toward the purchase of the same e-bike. This is called stacking. Some local programs are planning to work in tandem with the statewide incentives while others might not allow stacking; ask your local provider for more information.
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 classesof e-bikes will be eligible for the program. However, you will need to purchase from a list of approved e-bike models. You must purchase a bike with UL or EN safety certification.
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
Note: Only bicycles that include pedals, fall into one of these three classifications, and are offered by an approved retailer qualify for the incentive program. Other forms of electric mobility, such as scooters and mopeds, are not included.
Why isn’t the e-bike model I want on the approved list?
The list of approved e-bike models is not a definitive list of all e-bikes that might qualify for the California program. A manufacturer or retailer must apply to have a model added to the list. Further, not all e-bike brands meet the requirement to have a business location in California.
If you want to see a particular e-bike model added to the list, contact the manufacturer or a local retailer that carries it and ask them to apply to the program. The incentive program continues to add new e-bike models to the list.
Where can I buy an e-bike with a CARB incentive?
The program administrator has a list of qualifying bike retailers. You can buy from a bike shop or order an e-bike online. All e-bikes in the program must come fully assembled, you online retailers must provide assembly.
Do I have to know what bike I want before I apply for an incentive?
No. People who receive vouchers have 45 days to buy a bike. If you can’t make the purchase in that time, you can apply for an extension and get an additional 45 days. You must request the extension — it isn’t automatic.
However, we recommend visiting a bike shop and test-riding e-bikes if possible. All bikes are not the same. It’s important to get a bike with a frame that fits you and that you feel comfortable riding. A bike shop can help you with this.
What if I have to return my bike?
You are allowed to exchange a bicycle bought with an e-bike incentive. However, the voucher doesn’t cover the cost of return shipping for bikes purchased online. That’s why we recommend test-riding bikes before you make a purchase, if at all possible.
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?
No. A conversion kit allows you to add aftermarket electric power to a standard bike frame. Conversion kits are not eligible for incentives.
Can I get a rebate on an e-bike I already purchased?
No. The Electric Bicycle Incentives Project is not a rebate program. You need to apply and get approved before you purchase a bike in order to use the incentive.
If you recently bought an e-bike, you might qualify for a rebate from a local program such as 511ContraCosta. Check the list on our e-bike page and ask your local utility about rebates. In addition, if the E-BIKE Act passes Congress, you might be eligible for a federal tax credit.
Can I buy bike accessories to go with my bike?
Yes. If you are awarded an incentive through the California program and your bike purchase, including sales tax, is less than the amount of your voucher, you can buy gear for your ride with the remaining balance. Approved purchases include racks, helmets, reflective vests, and locks.
If I don’t get a voucher in December, when can I try again?
CARB has not set a date for the next round of e-bike incentives. We will let you know as soon as we have that information.
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.
Where else can I get assistance to buy an e-bike in California?
The E-Bike Incentives Project is 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.
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 acoustic bikes. Electric bikes tend to be significantly more expensive than traditional 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.
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 or manufacturer. How can I participate in the program?
Retailers can apply online through the program website. Qualifying retailers must have some kind of physical presence in California(a shop, office, or manufacturing facility), even if you sell your bikes exclusively online, and can only sell eligible models through the program. It’s not too late for retailers to participate.
Manufacturers with e-bike models that meet the program’s specifications can also get their bikes added to the list of eligible bikes. Please contact the administrator for information on how to apply.
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.
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.
