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Tag Archive for: invest/divest
There Is No Deficit in California’s Transportation Budget
As California begins negotiations for its 2024-2025 budget, much of the talk will center on a projected $38 billion shortfall. In past years, Governor Gavin Newsom has used budget deficits as reasons to veto active transportation bills. In 2023, the governor initially took back half of the extra $1.05 billion allocated to the Active Transportation Program (ATP) in a surplus year, though that money was later returned. And, to be clear, the “extra” funding still wasn’t enough to greenlight all the worthy projects in the chronically underfunded and urgently needed program.
The governor’s proposed 2024-2025 budget once again takes money from the ATP while leaving freeway spending untouched.
We need to spend more, not less, on active transportation and, although California will need to make some hard choices due to the budget shortfall this year, there is no deficit in the transportation budget. There is more money in the transportation coffers than there has ever been.
State revenue for transportation has soared with the passage of SB 1 in 2017. SB 1 expanded funding for California’s transportation system by an average of $5.4 billion annually. Now, the Infrastructure Investment and Jobs Act (IIJA), passed in 2021, is sending federal cash to California. The IIJA will bring California an estimated $41.9 billion over five years from Federal Fiscal Year (FFY) 2022 through FFY 2026. If you compare the 2017-2018 transportation budget with that of 2023-2024, the additional money available for transportation infrastructure is clear:
- $13 billion in state funds (2017-18)
- $21 billion in state funds (2023-24)
- $6 billion in federal funds (2017-18)
- $12 billion in federal funds (2023-24)
Totals:
- $19 billion in state & federal funds (2017-18)
- $33 billion in state & federal funds (2023-24)
State Transportation Budget Demystified
Given how transportation funds are raised, the transportation budget is self-generating (user taxes and fees) and generally immune from the stark deficits found in the whole of California’s budget, which is significantly dependent on income taxes and facing a $68 billion deficit this coming year.
The entire state budget from last year was almost $300 billion. The transportation budget represented 7% of that: $21 billion.
Chart from TRANSPORTATION FUNDING IN CALIFORNIA 2023.
The governor and legislature dictate how state revenues are spent on the transportation network. The legislature appropriates state funding for specific purposes each year. Below are the main programs according to the 2023-24 budget year.
Dwindling gas taxes shouldn’t mean active transportation spending dries up
In December 2023, the California Legislative Analyst Office (LAO) issued a report on the future of transportation funding as more people move to electric vehicles and state gas tax revenues decline. This could pose a threat to the ATP, which receives most of its funding from gasoline taxes. But it shouldn’t.
The LAO report estimated that California’s funding from gas taxes will drop by over $4 billion in the next decade due to the state’s switch from gas- to electric-powered vehicles, about a third of that amount.
Six years after the passage of Senate Bill 1, the Road Repair and Accountability Act of 2017, California needs to draft a new mega-transportation bill. Rather than using the decline in gas purchases as an excuse to cut funding for the active transportation infrastructure we urgently need to complete the transition from fossil fuels, California must find sustainable funding sources to drive our transportation system.
State leaders were aware of this problem when SB 1 was being negotiated in 2016-2017, so they included a new tax on zero-emission vehicle owners called the “Road Improvement Fee.” The fee charges electric vehicle owners an annual flat $100 that is adjusted for inflation. The adjusted rate for the calendar year 2023 is $108. This fee only applies to electric vehicles with the model year 2020 or later.
The road improvement fee helps to offset the decline in gas tax revenue, but, as the LAO report suggests, California will have to find new funding sources or reduce its transportation spending. The solution may be to do some of both.
California can build an excellent transportation system that serves the needs of residents. The LAO report’s focus on highway maintenance and rehabilitation programs ignores the billions that go to capacity expansion for motor vehicles. Eliminating the short- and long-term costs of expanding freeway capacity, including canceling projects currently in the pipeline that have not begun construction, would immediately free up millions of dollars for Complete Streets, public transportation, and even deficit reduction. At the same time, this shift will help California get on track with its GHG reduction goals — goals impossible to meet if we keep building new freeway capacity.
Revenue decline will be slower than predicted
LAO bases its analysis on ARB’s Scoping Plan. As a recent NRDC analysis showed, the state is not even close to reaching the ambitious goals laid out in that plan. To use it as the foundation for analysis is inaccurate as it does not reflect the current policy reality. For example, the scoping plan sets VMT reduction goals that California isn’t meeting. In fact, the reverse is happening: VMT has soared in recent years, filling transportation coffers with gas tax revenue.
ZEV sales have increased from 4% of all new vehicle sales in 2017 to 25% in 2023. However promising sales of new ZEVs are in California, ZEVs still only make up about 3% of all light-duty cars on the road. Dirty heavy-duty trucks, buses, and vans are hardly transitioning to electric. While this is bad news for the environment, it leaves diesel tax revenue mostly steady for years to come. In reality, the decline in gas and diesel use will be much slower than the LAO posits.
A People-First Mobility Budget
In the coming days, CalBike will propose a People-First Mobility Budget that realigns California’s transportation spending to projects that provide more mobility options, healthier neighborhoods, more equitable transportation, and fewer harmful tailpipe emissions.
California can and should change its road-building priorities from expensive, climate-killing freeways and wide local thruways for cars and trucks. Complete Streets that accommodate all modes of transportation are cheaper to build, more economical to operate, and improve health and mobility for our state’s residents. We need a transportation budget plan that supports sustainable modes and a vision for the future. Our budget proposal will do just that.
CalBike Response to Governor’s 2024 Budget
For Immediate Release: 1/10/24
Contact: Jared Sanchez, Policy Director, CalBike, (714) 262-0921, Jared@CalBike.org
Governor’s Budget Steals from California’s Future
SACRAMENTO – The California Bicycle Coalition (CalBike) released the following response to Governor Gavin Newsom’s proposed budget, which fills a $200 million shortfall in the transportation budget by cutting $200 million from the Active Transportation Program (ATP).
Statement from Jared Sanchez, CalBike Policy Director:
“For the second year in a row, Governor Newsom is proposing to strip funding from one of the most cost-effective transportation programs in California. The ATP needs more money, not less, to fund dozens of worthwhile, shovel-ready projects that don’t make the cut each cycle because of inadequate funding. This is absolutely the wrong place to make cuts.
“The governor should pull funding from the State Highway Account to cover shortfalls rather than stretching climate funding from the Greenhouse Gas Reduction Fund (GGRF) even thinner. We need to stop spending on freeway expansion and double down on climate mitigation projects, like those funded by the ATP.”
From the Governor’s Budget Summary:
There is a $200 million hole in the transportation budget:
“The Budget proposes adjustments to transportation infrastructure to account for a reduction in forecasted General Fund revenue. The Budget includes a reduction of $1.1 billion General Fund, partially offset by $791 million of Greenhouse Gas Reduction Fund, for a net reduction of $200 million.” (Source: Governor’s Budget Summary, p. 109)
The proposed budget fills this shortfall by taking $200 million from the ATP:
“Active Transportation—A reduction of $200 million to the Active Transportation Program (ATP). This will leave the Active Transportation Program with $850 million in one-time funding. To ensure no impact to previously-awarded projects, the $200 million reduction will be backfilled from ATP funding that was anticipated to be available for allocation in future cycles.” (ibid, p. 35)
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Stop Fueling Climate Change: Coalition Challenges Governor to Shift Transportation Spending
A week before Christmas, CalBike worked with a coalition of 25 transportation and environmental organizations to issue a call to action for California to align its transportation spending with its climate goals. The coalition sent a letter to Governor Gavin Newsom and our state transportation leaders, asking them to shift spending from projects that increase climate-altering emissions to those that mitigate climate change.
Critically, the letter doesn’t ask for any new funds. In a year with a large projected budget deficit, new spending programs would be a tough sell in Sacramento. However, as the letter details, the transportation budget has multiple dedicated funding sources and, thanks to the federal Infrastructure Investment and Jobs Act (IIJA), will have more cash in 2024.
Even without new revenue sources, it’s essential that California change where it spends transportation dollars. With a significant allocation of funding, we could build appealing, connected bikeways, transit infrastructure, and walkable neighborhoods that incentivize active and shared transportation. The build-it-and-they-will-come approach has worked in numerous European cities, and it can work in California, particularly because our wide roadways have the capacity to safely accommodate multiple transportation modes.
The letter provides a list of ambitious requests for the transportation portion of the governor’s budget.
- Consider any proposed reductions in General Fund spending on transportation infrastructure in the context of our climate and equity goals, and honor prior transit, clean transportation funding, and critical maintenance commitments, including but not limited to TIRCP ($2 billion/year), ATP ($500 million/year), and ZETCP ($1.1 million over four years).
- Backfill any General Fund cuts by leveraging the existing statutory flexibility of federal highway formula funds as well as funding from the State Highway Account. To maximize this flexibility, California can move up to 50% of National Highway Performance Program funding (nearly $1.25 billion) into the Surface Transportation Block Grant Program, which would make these funds eligible for a significantly wider array of investments, including investments in complete streets (including active transportation infrastructure and certain types of transit priority infrastructure), transit capital projects, climate resilience projects, workforce development programs, and more.
- Suspend California state investment in new highway capacity (with the potential to rescope or reimagine impacted projects to preserve investment levels and ensure community benefits) as an imprudent use of funds that the state cannot afford, given the realities of the state budget. Last year, the state spent several billion on expansion projects on state highways and local streets and roads. These allocations should be eliminated for this fiscal year to ensure fiscal responsibility and ensure we are not expanding our future pool of maintenance responsibility. Moreover, the effects of such projects further contributing to climate change, environmental injustice, and cumulative pollution burdens on communities will need to be remediated for an untold future cost.
- Develop a multi-year funding commitment that ensures at least 50% of the State Highway Account (SHA) funds go to VMT-reducing projects while prioritizing investments in California’s most burdened communities. This can include diverting funding away from traffic enforcement to invest in traffic calming and public transportation infrastructure, as that is a safer and more effective approach to achieving our transportation goals.
CalBike Response to May Revise
For Immediate Release: May 16, 2023
Contact: Jared Sanchez, Policy Director, (714) 262-0921, jared@calbike.org
Governor’s May 2023 Budget Revise Continues Cuts to Active Transportation
Sacramento, CA – Governor Gavin Newsom’s “May Revise” of the state’s July 2023-June 2024 budget fails to provide the funding needed to support biking, walking, and public transit. The governor claims to include $1.4 billion for active transportation projects. However, the budget maintains a major reduction to the Active Transportation Program and falls severely short of what’s needed to stem the emission-driven global climate crisis.
The governor’s May budget is a missed opportunity to allocate the funding California needs to build an equitable transportation system and achieve our state’s climate goals. California needs to move quickly to make biking easier — and Newsom’s proposed budget just isn’t enough to build the needed bike infrastructure to significantly reduce automobile vehicle miles traveled and the associated greenhouse gas emissions. Walkable, bikeable communities offer the biggest return on investment among transportation solutions to the climate crisis. The budget’s $9 billion agenda for zero-emission vehicles (ZEVs) is a misguided effort to curb climate change that will ultimately fall short. We must think beyond increasing motor vehicle traffic and expanding the freeway system to support it, and instead build a low-carbon future based around walkable, bikeable communities.
What is missing in the budget?
E-Bike funding
The California Bicycle Coalition has been tracking interest in the new Electric Bicycle Incentive Project, administered by the California Air Resources Board. The governor’s budget doesn’t include funding to continue this popular and vital electric vehicle incentive.
CalBike has received interest from more than 17,000 Californians who want to participate in EBIP. Based on the $7.5 million currently available through the program after administration, education, and outreach costs, the pilot will offer between 3,000 and 7,000 vouchers. Because the program only has a fraction of the funding it needs to meet the demand, CalBike expects funds to be exhausted very quickly, leaving many low-income Californians without resources to get the transportation they need.
In a letter signed by a coalition of environmental groups, CalBike has requested $50 million for e-bike incentives in the next budget.
“The California Electric Bicycle Incentive Project offers a huge bang for the buck being spent to reduce the state’s climate pollution. Expanding this program will provide more equitable access to clean transportation and help the state meet our climate goals. It’s a win-win,” said Jared Sanchez, Policy Director, CalBike.
Complete Streets funding
California should invest much more in active transportation projects that build complete bikeway networks — no more bike lanes to nowhere or bikeways made unsafe by impassable intersections. This should include funding for a program that rewards cities whose leaders quickly install protected networks that create true active transportation grids. It’s particularly crucial that these bike networks connect bike infrastructure to local destinations, including offices, schools, and shopping areas.
Investments in disadvantaged communities
In our racialized economy, Black and brown Californians are disproportionately affected by inflation and need better, more affordable mobility options. In addition, many communities of color suffer from decades of disinvestment and should be prioritized for new active transportation investments. As inflation hits Californians hard, safe biking is a lifeline to millions of Californians who can’t afford to fill their gas tanks without sacrificing other priorities, like healthy food and secure housing.
What happens next?
The legislature will now revise the governor’s proposal and negotiate with him on a final budget for approval by June 15. There are many fantastic bills in the legislature this year that will make our streets safer. The budget needs to include enough active transportation funding to pay for these excellent pilot projects and meet the demand of ongoing programs across the state.
CalBike’s Invest/Divest campaign
At CalBike, we believe California should devote a minimum of 50% of its transportation budget to support active transportation: biking, walking, public transit, and Complete Streets infrastructure. The CalBike Invest/Divest campaign aims to shift California’s transportation spending from our current traffic-inducing, climate-killing system to sustainable mobility options, equitable treatment of all road users regardless of race, and a transportation future where it is easier and safer for more people to get around by biking, walking, or using public transportation.
Equity-First Transportation Funding: Reversing a History of Infrastructure Discrimination
The Equity-First Transportation Funding Act (AB 1525, Bonta) will require 60% of California’s transportation funds to benefit “priority populations.” The money must provide a direct, meaningful, and assured benefit to such populations and must address an important mobility need. State agencies will need to develop a definition of priority populations, but we will advocate for historically marginalized communities, many already identified by California’s Air Resources Board and UCLA through their development of the Transportation Disparity Mapping Tool.
Transportation planning and policies have historically discriminated against, segregated, and displaced immigrants, low-income people, and communities of color, bolstering racial and class inequalities. Current mobility planning processes and decisions often perpetuate these harms.
CalBike is committed to working to undo the structural racism and inequity built into California’s transportation infrastructure and policymaking.
Low-income communities of color often suffer most from inadequate and unsafe transportation infrastructure, whether it’s a larger concentration of dangerous high-speed streets, more concentrated air pollution coming from cars and trucks, or simply terrible road conditions, as reported by the Government Accountability Office (GAO) in a report analyzing the correlation between poor road conditions and underserved communities. Remedying infrastructure inequality is long overdue and continues to be exacerbated by state policy.
Infrastructure as an instrument of inequity
Historically, policies on where and how to build roads and freeways have increased inequity, sometimes deliberately harming communities. For example, it’s no coincidence that roads and infrastructure up and down the state were built through Chinatowns (a freeway in Oakland, Union Station in Los Angeles, among others). Historically Black neighborhoods were isolated or decimated by freeway construction. A 2020 LA Times op-ed stated that “[The Los Angeles] freeway system is one of the most noxious monuments to racism and segregation in the country.”
Racist freeway projects aren’t an artifact of the distant past. In recent years, City Heights CDC fought the construction of a freeway designed to serve suburban communities through an area of San Diego already overburdened with pollution.
And transportation inequity at the neighborhood level is rampant. Across California, you’re likely to find poorly maintained or missing sidewalks, curb cuts, bus stops, traffic signals, bike lanes, and roads in disadvantaged areas.
A movement to fix our unequal roads
The Equity-First Transportation Funding Act will prioritize transportation funding for projects in disadvantaged neighborhoods, giving communities an incentive to begin to fix the inequities built into our public infrastructure. It’s part of a growing recognition of the connection between road building and racism and the beginnings of a movement to repair these harms.
The most recent federal transportation bill included $1 billion to take down freeways built through communities of color. The Congress for New Urbanism issues a Freeways Without Futures report every two years, highlighting freeways that can and should be removed to rebuild communities. The 2023 report included one in California (980 in Oakland).
A 2022 bill to ban freeway widening projects that negatively impact disadvantaged communities failed to pass the legislature, but AB 1525 is a fresh approach to providing equitable infrastructure for all Californians. CalBike strongly supports this bill, and we hope you will too.
Protection from Police Violence Is Integral to Safe Streets
CalBike is working on several fronts for bicycle safety. Traffic violence against people walking and biking has been increasing in recent years as more people turn to active transportation for our daily activities and pleasures. The concept of Complete Streets, or reconfiguring our roads to allow for all modes of transportation, is one of the safest and most accessible approaches our state’s decision-makers can take toward transportation equity, which is why we’re making it a priority in our policy advocacy this year through our multi-year Invest/Divest campaign.
But poorly designed streets coupled with careless or aggressive driving aren’t the only sources of danger on our streets. For too long, we have leaned on traffic enforcement rather than infrastructure to make our streets safe. Unfortunately, rather than targeting dangerous driving, biased traffic stops disproportionately target Black and Latino Californians, making no one safer and and our most vulnerable residents less secure.
To be truly safe, Californians need to be able to get where they need to go without fear of being stopped, harassed, and potentially harmed by police violence. That’s why CalBike is working to pass our Biking Is Not a Crime slate of bills.
Two kinds of danger for people on bikes
Almost every Californian who uses a bicycle for transportation or recreation has experienced some form of aggression or violence on the road. It might have been a driver passing so close you almost got clipped by their mirror or a right-turning vehicle operator cutting you off. Your community probably has stretches of roadway where bikes must ride uncomfortably close to fast-moving traffic.
These and other types of traffic violence have a clear solution: We need better infrastructure to make biking safe. This includes separated bikeways, protected intersections, Complete Streets, connected bike routes, and more.
Unfortunately, California invests far too little in safe bike infrastructure and instead spends huge amounts of money on policing to enforce traffic laws.
There’s a problem with this approach: Police enforcement does little or nothing to prevent traffic violence. And it leads to a second type of danger for people who get around by bike.
If you’re White or you live in a well-resourced neighborhood, you might never have been stopped by the police while on your bike. But Black and Latino Californians, especially men and especially those who live in disadvantaged communities, do get stopped, often for minor infractions such as riding on a sidewalk where there are no bike lanes available or riding without a front light.
Police stops of people on bikes are often attempts to preempt criminal activity, rather than enhance traffic safety. And they fail on that account, too. 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 rarely find any evidence of criminal activity during those stops.
California’s Racial Identity Profiling Advisory Board (RIPA) came to the same conclusion in its 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.” On top of this, police are more likely to search, detain, or handcuff individuals who were perceived to be Latino and Black.
Adding to the injustice, low-income neighborhoods and communities of color often have little safe bicycle infrastructure, so decades of systemic racism and neglect become a weapon to further punish people in disadvantaged neighborhoods.
Fortunately, we can solve this problem and take a more effective approach to making our streets safer.
Changing the way we think about safe streets for people biking and walking
Unfortunately, just updating our street infrastructure is not enough to protect people walking and biking. We need to consider the equity and justice issues at the center of this problem. As we do that, our focus changes to the well-being of people who travel through streets rather than centering the well-being of streets. Complete Streets not only have well-designed crosswalks and protected bike lanes; they are also places where people of all identities and bodies are safe.
[pull quote] As we pass through public spaces, we experience multiple kinds of security and insecurity due to societal attitudes toward race, class, gender, age, ability, and modes of transportation.
Since the police murder of George Floyd in 2020, the role of unequal and violent police enforcement on our public streets has become a topic of heated debate and urgent reforms. The protests that followed that and other police shootings, usually of Black people, exposed deeply embedded racial divides.
The institution of policing and law enforcement has a long, sordid history in the U.S. and California, particularly for Black Californians. Criminalization has been a key tool for maintaining racial hierarchies. And the criminalization of mobility through traffic enforcement is one of the main ways the public interacts with the police. The recent RIPA report is the latest of many government studies to show that traffic stops are the number one reason people encounter law enforcement and are the greatest source of Black-White disparities among routine law enforcement activity.
So it’s essential to advocate for better bikeways, but it’s not enough. Infrastructure, not policing, is the recipe for safer streets, but California’s budget and policy priorities put too much emphasis on enforcement and not enough on infrastructure. And to build just, prosperous, and equitable communities where everyone has access to mobility options, we need to refocus police efforts away from traffic stops and biased searches and toward community policing initiatives that will truly make our neighborhoods safer.
Why does CalBike care about over-policing and criminalization?
Most traffic stops involve someone stopped while driving a car. But people walking and biking are often more susceptible to police interactions than people in cars.
Often folks in marginalized communities have no other way to get around other than by walking, biking, and taking transit. And people stopped for bicycle-related violations, pedestrian roadway violations, or standing on a sidewalk are often easy targets for police harassment. Policing has become a primary non-solution to the problems of poverty and crime that has damaging effects on those over-policed.
Pretextual stops and searches by police are common during stops of people on bikes, particularly people of color. A pretext stop occurs when an officer stops someone for a lawful traffic violation or minor infraction with the intention of using the stop to investigate a hunch regarding a different crime. By itself, police wouldn’t have reasonable suspicion or probable cause to stop the person for the suspected crime, but they use the traffic violation as a pretext to perform a search.
This policing tactic is as ineffective as it is common. Research shows that pretextual stops rarely result in the recovery of contraband or weapons. In addition, pretextual stops are costly and degrade public trust in law enforcement.
Efforts to eliminate or reduce pretextual stops and searches have gained national momentum in recent years, particularly after several high-profile killings of Black and Brown men in California for safely walking and biking. For example, the City of Berkeley and other communities have taken steps to remove armed officers from traffic enforcement, to reduce the risk of potentially lethal police encounters. CalBike’s Biking Is Not a Crime slate is part of this statewide movement toward smarter and more cost-effective policing and traffic safety.
Decriminalizing mobility is an important and concrete step we can take in ensuring street safety for all. We had an important victory last year with the passage of the Freedom to Walk Act, but there is much more work to be done.
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 is working hard on both fronts.
Biking Is Not a Crime!
For Immediate Release: 3/29/23
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.
- SB 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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