CalBike: California’s Transportation Budget Must Prioritize Green Transportation
Sacramento — CalBike applauds Governor Gavin Newsom for leaving funding intact for the Active Transportation Program (ATP) in his proposed budget, after two years of steep cuts. The ATP is the state’s only dedicated funding source for infrastructure that supports biking, walking, and public transit.
However, the governor’s budget doesn’t go far enough and preserves backward-facing investments that bake in decades of warmer temperatures and climate catastrophes. To have a realistic chance of mitigating the multiple disasters California faces due to climate chaos, we must stop investing in old ways of moving goods and people and reimagine our transportation systems.
The last budget cut two-thirds of the ATP budget, giving the California Transportation Commission(CTC) only enough funding to approve the top 13 projects out of dozens of worthy applications for grants. This budget should restore the $400 million taken from the ATP, allowing CTC to greenlight more green transportation infrastructure projects.
But that isn’t enough. The ATP is chronically underfunded, slowing the pace of California’s transition to a state that prioritizes safe passage for people using low- and no-carbon transportation options. CalBike is asking the legislature to double ATP funding going forward.
“The Active Transportation Program represents a tiny fraction of California’s transportation expenditures, yet it delivers powerful benefits for climate change mitigation,” says Jared Sanchez, CalBike’s policy director. “You can build a bike lane, upgrade a sidewalk, or add a bus-only lane for a fraction of the cost to build and maintain highway lanes. California should be investing much more in infrastructure like bicycle highways and connected biking and walking networks to make our communities healthier and safer from the ravages of climate disasters.”
State highway money (perhaps $1B) continues to build climate-killing roadways that increase traffic, fail to mitigate congestion, and work in opposition to the state’s climate goals. We must begin to shift our transportation spending to carbon-neutral options if we are to have any hope of stopping or reversing climate change.
https://www.calbike.org/wp-content/uploads/2020/01/2020-agenda-slider-1.jpg4301200Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2025-01-10 19:51:182025-01-10 19:51:19California’s Transportation Budget Must Prioritize Green Transportation
Since Idaho passed its “Idaho stop” law in 1982, people on bikes have been treating stop signs as yields without any negative effects on traffic safety. As more states continue to pass similar laws, studies showing the benefits of the bike stop-as-yield, or Bicycle Safety Stop, accumulate. The latest is a pair of studies demonstrating that drivers and bike riders can easily and safely navigate intersections where the people on bikes treat stop signs as yields and that perception of the safety stop is positive or neutral, even among the car driving population.
Simulated stop-as-yield
The first study, headed by researchers from Oregon State University, placed participants in a simulator that had bike riders and car drivers navigating intersections where people on bikes were allowed to treat stop signs as yields. The study found no unsafe behavior from the bike riders and no difficulties in sharing the road from those operating motor vehicles. The study concluded that stop-as-yield laws would work better if states included information about them in driver handbooks — something even Idaho does not do. The authors recommend more education and outreach so road users in all modes understand stop-as-yield for bike riders.
Of course, many people in cars also roll through stop signs when there are no other vehicles present; this is a common and logical behavior for all road users, though it carries different risks for people operating 2-ton machines. For bike riders, stop-as-yield is essential for efficient riding because it conserves the momentum lost when starting after coming to a complete stop. The first study also found that bike rider speed through intersections was higher, on average, when using the rolling stop, which can augment safety. This confirms other studies, such as one showing that conflicts between bike riders and car drivers at intersections went down 23% after the introduction of a stop-as-yield law in Delaware.
Bike riders roll for safety
The second study is a literature review by researchers from Gonzaga University in Washington State, the University of Idaho, and Oregon State University — all states with stop-as-yield laws. The research looked at surveys of public opinions as well as expert input on intersection safety.
One data point that jumps out is an Idaho survey of road users in all modes about why they broke traffic rules. Among bike riders, 95.9% reported breaking a traffic law, but 97.9% of pedestrians and 99.97% of drivers said they did the same. The most common reason for flouting the law among drivers (85%) and pedestrians (71%) was saving time. However, people on bikes most commonly skirted traffic regulations for their own safety (71%). This data highlights the inaccuracy of perceptions among an unfriendly segment of the driving public that bike riders are lawbreaking road anarchists.
Again, this study finds a need for better public education so people driving and biking can share the road safely.
What happened to the California Bicycle Safety Stop?
CalBike has been heavily involved in campaigning for laws to legalize bicycle stop-as-yield over the past several years, and we haven’t given up on this important advancement in bicycle safety. Unfortunately, it looks unlikely that we’ll find a champion for this bill in the legislature this year. The current panic about e-bike safety (spurred by the proliferation of electric motorcycles illegally sold as e-bikes) makes the bicycle safety stop much less likely to garner attention and support. And we may need to wait for a new governor, since Gavin Newsom has vetoed a Bicycle Safety Stop Bill in the past and seems unlikely to approve one in the future.
CalBike has heard from advocates in Nevada who are working on a bill to legalize stop-as-yield this year, and we wish them luck. The more states that adopt this sensible regulation, the greater the evidence becomes that it improves street safety rather than impairing it. We hope California will join its neighbors in enacting this legislation in the near future.
https://www.calbike.org/wp-content/uploads/2025/01/Stop-as-Yield_safety-stop-2.jpeg5151030Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2025-01-09 15:23:472025-01-09 15:54:23New Studies Show No Downsides for Bicycle Safety Stop
CalBike does a lot of high-profile advocacy, winning big improvements for active transportation such as the Complete Streets Law and the Daylighting Law. But we also spend a lot of time deep in the weeds, sitting on state advisory boards and committees that shape agency policies and the ways that new laws are implemented. Sometimes we’re helping develop the process for a new law we helped pass; in other cases, our administrative work influences policies for biking and walking separate from the legislative process.
Our agency work is never glamorous and can be frustrating at times because of the slow pace of change. But it’s as essential to moving California’s transportation future toward biking, walking, and transit as our legislative work. Here’s a look behind the curtain at a recent meeting of the California Walk and Bike Technical Advisory Committee (CWBTAC).
What is a technical advisory committee?
The CWBTAC is an advisory body to Caltrans, and includes representatives from statewide advocacy groups like CalBike, representatives from city and county governments and transit agencies, metropolitan planning organizations, consultants, and other state agencies. Membership is open periodically by application and includes geographic, topic area, and sector goals. Quarterly meetings are closed to the public.
CalBike has been a member of the CWBTAC since it was formed in 2018 and was on the California Bicycle Advisory Committee, which the CWBTAC replaced, before that. We communicate regularly with Caltrans administrators during committee meetings such as this and in one-on-one meetings. Representing the concerns and needs of the bicycling community to Caltrans officials has been one of CalBike’s core functions since our founding 30 years ago.
Caltrans workshops implementation of new Complete Streets law
The most recent CWBTAC meeting convened shortly before Thanksgiving, and the main topic on the agenda was Caltrans’ implementation of the recently passed Complete Streets Law, SB 960.
Caltrans presented an overview of the process to ensure the infrastructure needs of people who get around by biking, walking, or taking transit are considered as the agency plans new maintenance projects and outlined the types of public engagement that occur at each stage of the project development process. The meeting then went into breakout groups, during which time participants shared ideas on how Caltrans should implement the Complete Streets law (SB 960). CalBike shared ideas on outreach to bring voices from disadvantaged communities into the discussion and how to create a process that doesn’t allow the desires of car drivers to overrule the interests of vulnerable road users.
Advisory bodies like the CWBTAC provide an opportunity for direct engagement and conversation with Caltrans and other agency staff. These meetings are an opportunity for CalBike to share the bicyclist’s perspective with not only Caltrans but also the local, regional, and statewide agencies and stakeholders that participate.
We will continue to work on Complete Streets implementation, both in large discussion settings and smaller meetings with Caltrans staffers, in the year ahead. The legislative session is barely getting started, but CalBike is already hard at work to make state roadways safer for everyone.
https://www.calbike.org/wp-content/uploads/2021/05/CalBike-Insider-Image4.png7201280Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2025-01-09 12:11:482025-01-09 15:25:18CalBike Insider: Statewide Bike/Walk Advisory Committee Weighs in on Complete Streets
This was a year of ups and downs, of big wins for safer streets and big setbacks for funding to build safer streets. Like almost every year, 2024 was a time of contradictions and mixed messages for bicycle advocates in California and beyond. So it’s time to celebrate the good and make fun of the bad. Here’s CalBike’s rundown of the best and worst of 2024.
Best evidence that persistence pays off: SB 960, the Complete Streets Law
Three bills. Eight years of campaigning. And, in 2024 — Complete Streets success! We applaud Senator Scott Wiener for standing behind and reintroducing his legislation to require Caltrans to build infrastructure for people walking, biking, and taking transit on state-controlled roadways. CalBike stuck with it, too, tirelessly campaigning for Caltrans to live up to its own policies around Complete Streets.
CalBike’s Andrew Wright brings us a festive holiday song to celebrate this win (sung to the tune of Auld Lang Syne):
Verse 1: Should safer streets be just a dream, And never see the day? Not anymore — Complete Streets Bill Has paved a brighter way!
Chorus: For safer roads and paths we cheer, For biking, walking fine, Let’s raise a toast, the fight is won, This victory is thine!
Verse 2:
Guv’nor’s pen has sealed the deal, Complete Streets law is here. A step toward safety for us all, Let’s celebrate this year!
Honorable mention: the Transportation Accountability Act, AB 2086
Assemblymember Pilar Schiavo’s Transportation Accountability Act, AB 2086, which CalBike joined other advocates in supporting, will be an excellent adjunct to the Complete Streets law. The bill mandates greater transparency and reporting from Caltrans about where it spends California transportation dollars and will allow us to better advocate for shifting the budget toward infrastructure that encourages active transportation.
Worst missed chance to make our streets even safer: the demise of SB 961, the Safer Vehicles Save Lives Bill
Advocates weren’t asking that car and truck drivers stop killing people, just that they kill fewer people. But even that was too much for California lawmakers. After all, carnage on our streets is part of the American way of life — am I right? First, the legislature killed the provision of the bill that would have mandated truck underride guards, an inexpensive safety feature for semi-trucks that would have saved hundreds of lives every year. Then the governor vetoed the final version of the bill, which required car manufacturers to install intelligent speed assist in some faraway future year. ISA warns drivers when they exceed the speed limit by 10 mph or more, and it’s already required in the EU. But we can’t have nice things, apparently.
Best act of transportation transparency: the Incomplete Streets Report
CalBike started requesting Caltrans project records, which aren’t available to the public, in 2023. The CalBike team spent much of 2024 reviewing and analyzing the data, culminating in Incomplete Streets: Aligning Practice with Promise in Caltrans Projects. The report, which was previewed in Streetsblog California over the summer, showed the inconsistent and inadequate treatment of biking and walking infrastructure in Caltrans projects and helped pass the Complete Streets Bill. Let’s hope it sparks a new era of building streets for everyone at Caltrans, starting in 2025!
Worst way to announce the best news: E-Bike Incentive Project launch
The long-awaited statewide E-Bike Incentive Project accepted its first set of applications in December, preparing to give away 1,500 incentives out of a projected total of 15,000 currently available through the program. This is terrific news, and we hope more application windows will follow starting in early 2025. After more than two years of refining the program and the passing of many promised launch dates, the California Air Resources Board announced the first application window less than three weeks before the date, which sent everyone scrambling to get the word out or get ready to apply a week before Christmas, but why not? We didn’t have anything else to do right now. We’re thrilled the program has started the process of handing out vouchers, and we look forward to more application windows in 2025.
Best 2024 election news: New bike champions in the California legislature
Six of nine candidates CalBike endorsed for district elections won and three lost, two of them by the narrowest of margins. We’re looking forward to working with five new bike champions in the Assembly and one in the Senate this session, as well as the many returning active transportation supporters. We hope the other excellent candidates come back to run again in the near future.
Best California bike champion heading to the national stage: Laura Friedman
In the Assembly, Laura Friedman was a steadfast voice for active transportation and safer streets, sponsoring visionary legislation for 15-minute cities (which hasn’t passed — yet) and omnibus changes to the California Vehicle Code to make the streets safer for people on bikes (the OmniBike Bill, which passed in 2022). Friedman successfully ran to fill Adam Schiff’s congressional seat. We’re glad to have such a strong bicycle advocate in the U.S. Congress.
Worst way to save a fraction of California’s state budget: Defund the Active Transportation Program
It was a tough budget year in 2024, the second year of budget shortfalls. That left the governor and legislators with some hard decisions about where they could make cuts. For the second year in a row, Governor Gavin Newsom proposed cutting the Active Transportation Program, this time to zero. The ATP, which gives grants to local governments for projects that make biking and walking safer, is one of the smaller programs in California’s transportation budget. Every year, it’s more oversubscribed as the demand for Complete Streets grows. The legislature restored $200 million of the total $600 million that should have gone to the program, which meant only 13 out of dozens of worthy projects got funding in the most recent cycle. It was a small savings for the California budget but a big loss for safe streets.
Best reporting on the worst news for active transportation: Melanie Curry and Streetsblog California
Streetsblog California and the USA, LA, and SF Streetsblogs bring us indispensable reporting about the latest developments for biking, walking, public transportation, high-speed rail, urbanism, and much more every day. But we have to call out Streetsblog California’s editor, Melanie Curry, for fearlessly wading through the weeds to shed light on the arcane minutiae of the CTC and other administrative bodies. These agencies rely on their work being too dense and complex for the public to understand to operate with impunity out of public view; Curry’s reporting digs into the details to make critical information comprehensible and help hold state agencies accountable to the public.
Worst local bikeway decisions: tie — Richmond Bridge and Culver City bike lane removals
Adding a bikeway to a local street or bridge creates a valuable connection and a joyful ride or commute. Taking away an existing bikeway is a movement in the wrong direction — we aren’t going to beat climate change by driving like it’s the 1950s.
Proving they think bicycles are toys and Serious People drive cars, local politicians are pushing to remove the popular Richmond/San Rafael Bridge path, which provides a connection between Richmond and San Rafael for people biking and walking, replacing it with a car breakdown lane on weekdays and opening the bikeway only on weekends.
Culver City removed protected, already-built bike lanes, forcing people on bikes to share a lane with buses. As a result, the city will have to return $435 million in grant money that funded the original construction of the lanes.
Looking for a way to harm the climate while also taking a bite out of city budgets and stealing joy? Look no further than these two regressive projects. Way to not go, Culver City and Richmond/San Rafael Bridge.
Most fun while keeping bikeways clear of debris: Bicycle-powered street sweeper
The Napa County Bicycle Coalition got creative in its effort to keep Caltrans from killing a protected bikeway over street sweeping challenges. The advocacy group fundraised, bought a bicycle-pulled street sweeper, and adopted that section of roadway. If there’s a better way to have fun while cleaning, we haven’t heard of it.
Most dangerous marketing ploy: Labeling electric motorcycles as e-bikes and selling them to kids
To skirt the stricter rules for electric motorcycles and capitalize on the popularity of e-bikes, some manufacturers and retailers are marketing e-motorcycles that go much faster than allowable speeds for e-bikes under California law as e-bikes. The proliferation of these illegal e-motorcycles on our streets and bike paths fuels anti-e-bike sentiment, leading to discrimination against people riding legitimate e-bikes and discouraging people from riding bikes. We hope the industry and California regulators take action toward honest labeling of these illegal e-motorcycles.
Most compelling race: Which will be completed first, the Sagrada Familia or pedestrian-friendly crosswalks on Beach Boulevard in Orange County?
Construction began on architect Antoni Gaudi’s sprawling Sagrada Familia church in Barcelona in 1882 — and it’s still not finished. We’re still waiting for Caltrans to make Beach Boulevard, which starts at the Pacific Ocean and is a major thoroughfare through Orange County, a street that serves all users. Paris rebuilt Notre Dame in less than six years. We hope we don’t have to wait another 60 for Caltrans to reimagine Beach Boulevard.
Best click-bait title to break into the mainstream: Killed by a Traffic Engineer by Wes Marshall
Want to get the attention of traffic engineers and active transportation supporters alike? Call your book Killed by a Traffic Engineer. Wes Marshall’s tome is more than the best-titled transportation book of the year; it’s a fantastic read that makes a compelling case for radically changing the way we plan and manage our roadways.
https://www.calbike.org/wp-content/uploads/2024/12/BestWorst-Header2024-scaled.jpg6562560CalBike Staffhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngCalBike Staff2024-12-23 17:23:492024-12-23 17:47:49CalBike’s Best and Worst of 2024
California’s E-Bike Purchase Incentive Project is distributing vouchers in a series of application windows. The first opportunity to apply was December 18, 2024. All 1,500 vouchers available in this window have been reserved. We will post upcoming application windows here and on our e-bike campaign page.
Pedal Ahead, the administrator CARB chose for this program, has published its own FAQs, which contain some additional information. Please note: Some of the information in the Pedal Ahead FAQs doesn’t agree with the information we have about the program. We have been told by CARB that some of the elements referenced in their FAQs are still under discussion. We will update our FAQs as we get additional information.
The 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.
Note: This post was originally written October 19, 2022, and last updated December 20, 2024.
TL;DR version:
The first window to apply for statewide e-bike incentives was December 18, 2024, at 6:00 p.m. Applications are currently closed.
The program started distribution of the first 1,500 vouchers in December 2024. That’s about 10% of the total vouchers currently funded. 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.
There are many local e-bike incentive programs. 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?
The first of several voucher application windows was December 18, 2024, at 6:00 pm Pacific time. More vouchers will be released during several application windows in 2025. We will provide application dates as soon as we have that information.
I signed up on the mailing list. Am I in line to get a voucher?
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.
I meet all the qualifications for 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.
Will there be more e-bike incentives next year, or is this a one-time program?
The current plan envisions several application windows to distribute the $31 million currently available. The first application window is for 1,500 vouchers. We anticipate more application windows and opportunities to apply for a voucher in 2025.
How do I apply for a voucher from California’s statewide e-bike incentives program?
To apply, you’ll need documentation to prove that you meet the income qualifications. Once the application window opens at 6 p.m. on December 18, 2024, you can register through the website. You’ll be placed in a waiting room to enter the application portal. The first 1,500 people will advance and be able to complete the application.
Once your application is accepted, you’ll receive a code you can take to a participating e-bike retailer or online store. 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.
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.
This post was originally published 12/11/24 and updated 12/16/24.
The California Air Resources Board announced that its much-delayed E-Bike Incentive Project would open for applications on Wednesday, December 18, 2024, at 6:00 pm PT. CARB won’t release all $31 million in vouchers on that date; it still plans to do a phased program, releasing a limited number of vouchers every few months. In the initial window, it will distribute 1,500 vouchers using about 10% of the program funding.
See the bottom of this post for links to informative videos about how to apply.
E-bike incentive program basics
The California vouchers are $1,750 and may be used to purchase an eligible e-bike from an approved retailer. The voucher can go toward the purchase of a bike, including sales tax, as well as accessories such as a helmet or panniers to go with the bike.
All the e-bike models in the program have safety-certified batteries. People who are awarded vouchers will have 45 days to choose an e-bike and make a purchase. The incentive is point-of-sale and will act as a discount applied to your purchase from an approved retailer. If you need additional time, you can get a one-time, 45-day extension to use your voucher.
You can buy an e-bike online through this program. However, the cost to return a bike purchased online is not covered by the voucher, and the shipping can be expensive. If you’re able to go in person to test-ride bikes, the program administrator recommends doing that. Finding the right fit is crucial when buying any bike, including an e-bike.
Only eligible California residents will receive vouchers
To qualify for an incentive, you must be over 18 and a California resident. You must also meet income requirements, and you’ll need documentation to verify your age, residency, and income. Participants in certain assistance programs are automatically income-eligible. Find out what you need to prove your eligibility.
The program is open only to people who earn 300% of the federal poverty level or less. People with income at or below 225% of the federal poverty level or who live in a disadvantaged community will qualify for an additional $250, for a total incentive of $2,000. You don’t need to know if you meet these additional criteria; the program administrator will verify your qualification for the additional incentive when it reviews your application, and the voucher will state the total incentive.
Many people will not get vouchers on December 18
If e-bike incentive programs in other states are any indication, demand for the vouchers will be very high. CalBike has an e-bike interest list of more than 20,000 people. As many as 10 million Californians are income-qualified for this program. There are only 1,500 vouchers available in this round. The math means that many people are likely to be disappointed.
At 6:00 p.m. on December 18, the application portal will open. At that time, people will be placed in a waiting room to be let in to apply, to prevent the site from crashing. You will be let in in the order you get onto the site. The program will only accept 1,500 applicants. You can’t pre-register to get in more quickly.
Unfortunately, we can’t offer any tips to improve your chances of being one of the lucky ones to make it through the traffic jam and complete an application. But remember that this is just the first of several application windows. CARB plans to give out around 15,000 incentives in total with the money already budgeted for this program. You’ll have another chance in 2025.
Helpful videos on the e-bike incentive application process
The program administrator has created a video to walk you through the application process.
If you still have questions about the application process, CalBike hosted a webinar on December 16, 2024 to go over the process and answer many questions from applicants.
https://www.calbike.org/wp-content/uploads/2019/05/e-bike-single-man-cropped.jpg200544Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2024-12-16 19:09:352024-12-23 17:05:02California’s E-Bike Incentives Are Finally Here
On December 3, around 100 advocates and supporters joined CalBike on Zoom for a recap of a momentous 2024, a celebration of 30 years of bike advocacy, and a look forward to CalBike’s 2025 agenda. In breakout sessions, participants shared more ideas and enthusiasm for some of CalBike’s top priorities, including bicycle highways and shared streets legislation. You can view the whole webinar at the bottom of this post.
CalBike’s 2025 priorities
We outlined CalBike’s 2025 priorities, which will build on successes from 2024, most notably passing the Complete Streets Bill, SB 960. We are looking for partners in Sacramento to move our legislative agenda forward and working with staffers and agency stakeholders to move our budget priorities forward and implement the Complete Streets Law.
Here are some of the key elements of CalBike’s 2025 agenda.
Bicycle highways
We plan to recommend a pilot program establishing networks of bicycle highways that are numbered and signed. The goal is to test the concept in two major metropolitan regions. The bike highways would serve trips of five miles or more, and support higher speed travel of up to 25 miles per hour. The highways would connect to other regional routes, creating links between communities and making biking an even more convenient and safe way to get around.
Shared Streets
The Open Streets and Slow Streets movements gained momentum during the pandemic. Demand for safe spaces where people of all ages can comfortably play, ride a bike, roll, and walk continues to grow, building on ideas such as School Streets.
Shared Streets would create a new roadway classification where vulnerable road users would have the right of way at all locations, not just at intersections and crosswalks. Popular in Europe, Shared Streets are slow-speed facilities that truly prioritize travel by bike and foot. They are safe and vibrant spaces built around people-powered movement.
Quick-build pilot
A perfect companion to Shared Streets is a Bikeway Quick-Build Pilot Program. The program would expedite the development and implementation of safe, protected bikeways on the state highway system, much of which runs through our towns and cities. It would also give planners and road users the opportunity to live with safer streets and iterate the design process, leading to robust community support for building more permanent facilities.
CalBike’s concept would require Caltrans to develop guidelines for implementing bikeway quick-build projects, which would be both faster and less expensive to build than hardscape changes. Quick-build would be a catalyst for the development of facilities to improve safety for people on bikes, who continue to be injured and killed on unsafe roadways while long-term planning is done.
Bike Omnibus
In 2022, Assemblymember Laura Friedman’s OmniBike Bill made several significant changes to the California Vehicle Code as it applied to biking and walking. The commonsense changes in that bill make our streets more bike-friendly, and we’d like to run another bill to build in more change to the code for people who get around by bike.
The bill would:
Clarify hand signaling: Bicyclists would not be required to provide a signal if “circumstances require that both hands be used to safely control or operate the bicycle.”
Pedestrian Hybrid Beacon: this would clarify that a person riding a bicycle would have the rights and responsibilities of a pedestrian at a PHB or HAWK beacon but shall yield to pedestrians upon and along a crosswalk.
More daylighting: Prohibit extra-tall vehicles from parking for an additional specified distance from a marked or unmarked crosswalk to improve visibility for vulnerable road users at the crossing.
The Bicycle Safety Stop
We continue to seek the introduction and passage of this commonsense regulation, which allows people on bikes to treat stop signs as yields. Similar laws have existed for more than 40 years in other states with no adverse outcomes, and the Safety Stop helps bike riders and car drivers share the road more and makes bike riding safer. Whether or not we’re able to run a bill in 2025, CalBike will keep campaigning for this law.
A new bikeway classification
Many California cities have created bike boulevards — traffic-calmed streets where people on bikes are safe to take the lane. Currently, bike boulevards are classified as a subset of Class III bikeways, on which people in cars and people on bikes share a lane. However, bike boulevards are distinct from Class III bikeways, many of which consist of sharrows on high-speed routes. It’s time to create a separate classification for these low-volume streets, many of which have diverters to prevent non-local car traffic and prioritize bicycle through traffic. Bike boulevards would become Class 5 bikeways.
E-Bike Policy
E-bike safety is a hot topic and we are having ongoing conversations with our local partners and legislators alike on issues surrounding e-bikes. There were several pilot bills in different parts of the state in 2024, as well as local ordinances cracking down on e-bikes. Some key topics include clarification of illegal electric motorcycles, which may be marketed as e-bikes but have significant differences including not having operable pedals, operating at much higher speeds, and/or being able to be modified or switched between modes to go faster than the top speed allowed for e-bikes. We recently crafted a coalition letter on the topic and will keep working to ensure that e-bikes continue to be a safe and viable form of transportation in California.
We are also talking with legislators about more money for active transportation infrastructure in next year’s budget and working with Caltrans to ensure it fully implements the new Complete Streets law. CalBike had a big year in 2024 and we’ll continue to push for a California full of bikes in 2025.
Watch the Agenda Reveal, including a look back at CalBike’s 30-year history of bicycle advocacy.
https://www.calbike.org/wp-content/uploads/2019/08/Auckland-NW-Cycleway-at-Unitec-scaled.jpg17072560Kendra Ramseyhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngKendra Ramsey2024-12-11 19:42:112024-12-11 19:45:42CalBike’s Agenda for 2025
CalBike, along with 30 other bicycle and active transportation advocacy groups, released a letter today calling on our elected leaders to better regulate illegal electric motorcycles, which have top speeds above what’s allowed for electric bicycles. These e-motorcycles may be marketed as e-bikes, but they don’t meet California’s definition of an e-bike. Confusion between these illegal e-motorcycles and e-bikes has led several California cities to incorrectly regulate the use of legitimate e-bikes, which has the potential to harm all bike riders without improving safety.
This post was updated November 15, 2024, to reflect new vote tallies.
CalBike endorsed eight candidates for the state legislature and one bike champion in a county race. Six of those nine candidates won their races, one lost, and two are still too close to call.
California State Assembly gets five new bike champions
In the Assembly, we’re excited to welcome five new active transportation supporters that CalBike endorsed:
Catherine Stefani, Assembly District 19: San Francisco
Nick Schultz, Assembly District 44: Burbank
Robert Garcia, Assembly District 50: Rialto
Jessica Caloza, Assembly District 52: Los Angeles
Sade Elhawary, Assembly District 57: Los Angeles.
We look forward to working with these new members and the fresh perspectives they will bring to the legislative process.
Unfortunately, Colin Parent, who we endorsed for Assembly District 79 in La Mesa, has lost. Clarissa Cervantes in Assembly District 58, Corona, is behind her opponent, but the race is very close, ballots are still being counted, and the margin is getting smaller, so we’re still keeping our eye on this race.
A new ally in the Senate
Our endorsed candidate for Senate District 25, Sasha Renée Pérez, will join the California State Senate when the new session begins in a few weeks. Pérez is a strong ally who wants our state to get serious about addressing the state’s housing crisis if we intend to tackle the climate crisis. She told CalBike that active transportation and public transportation funding will be one of her top priorities, and we look forward to working with her.
The Bike Mayor in a tight race for county supervisor
John Bauters was dubbed the “Bike Mayor” during his time on the Emeryville City Council (the mayor position rotates among council members). He is famous for getting to regional commission meetings by bike and documenting his travels on his prolific Twitter feed.
CalBike endorsed Bauters for Alameda County District Supervisor because of his track record of bringing safer streets to Emeryville. The margin between the two candidates in this race makes it too close to call at this time.
Thank you to those of you who volunteered for, donated to, or voted for these candidates.
https://www.calbike.org/wp-content/uploads/2020/03/i-voted-sticker-lot-1550340-scaled-e1583538108252.jpg6081996Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-11-13 18:20:132024-11-15 17:39:43Bike-Friendly Candidates Elected in California Races
Last week, the California Transportation Commission released staff recommendations for the 2025 Active Transportation Program (ATP). The news is dire: $2.5 billion in requests were made, but the California Transportation Commission (CTC) had only $100 million to award in statewide grants, enough to greenlight just 13 projects over the two-year funding cycle.
Budget cuts that punch down at vulnerable road user safety
The ATP was one of only two transportation programs cut in the 2024 budget, despite the fact that it’s the only statewide funding source for biking and walking infrastructure projects and is chronically underfunded and oversubscribed, even without budget cuts. The governor initially recommended cutting all the funding from this program; negotiations with the legislature restored $200 million, allowing the ATP’s Cycle 7 to proceed, even though it was only able to fund 4% of the applications.
The total funding available for the three components (statewide — $84 million, small urban/rural — $16 million, and $68 million for Metropolitan Planning Organizations) that comprise the ATP is $168 million for Cycle 7 instead of the normal amount, which varies from $300 million to $600 million. This leaves an unprecedented shortfall in funding for the CTC’s most oversubscribed and competitive program.
A tiny but critical transportation program
The projects funded by the ATP are critical to meeting California’s climate, safety, and equity goals. The state budget agreement reached in 2024 leaves room for additional funding that would allow additional projects to be built, though there’s no guarantee the funds will become available. And, even if the legislature finds an additional $400 million for the 2025 ATP, program needs will continue to remain greater than the funding the state allocates for this vital program.
Only nine projects have so far been recommended to receive funding through the statewide component and four for the small urban and rural component in the 2025 ATP. These projects were scored at 95 points or higher, which means only the very top projects got funded, while many worthy applications will have to look elsewhere for funding or may not get built.
CalBike advocates for more money for the Active Transportation Program
For CTC to have approved projects scoring at least 85, which for the most part are very strong and deserve funding, the ATP would need an additional $1 billion in funding. Two years ago, CalBike advocated for the state to spend $2 billion on bikes and succeeded in increasing the ATP allocation to $1 billion for Cycle 6. That allowed the CTC to greenlight many more active transportation projects, but it wasn’t enough to fund all the worthwhile proposals. However, that year saw a budget surplus, and the governor has tried to claw back those additional funds in the past two deficit years.
The ATP should get at least $1 billion in funding every cycle. That’s not enough, and it’s still a tiny fraction of California’s transportation spending, but it would be an overdue signal that our state understands the value of active transportation in fighting climate change and making our streets safer and more equitable. We’ve said it before — California can’t be a climate leader if it continues to invest in highways instead of active transportation and transit. We look forward to working with state leadership this year to significantly restore the ATP through the budget process and not allow further reductions to the program.
The ATP is a classic example of induced demand, also known as “build it and they will come.” Since the program’s inception, the volume of applications for funding has grown. More significantly, the number of high-quality projects that significantly improve the safety and comfort of people who bike and walk on California’s streets has increased.
This dedicated funding source, which CalBike’s advocacy helped establish, tapped into a deep well of unmet need for separated bikeways, sidewalk gap closures, protected intersections, and more. Californians want and need the ATP. California should fully fund this program, which provides great value for a fraction of the cost of building or maintaining highways.
https://www.calbike.org/wp-content/uploads/2018/08/thumb-3.jpg367550Jared Sanchezhttps://www.calbike.org/wp-content/uploads/2018/07/calbike-logo.pngJared Sanchez2024-11-08 13:18:412024-11-08 13:18:42Active Transportation Program Struggles After Deep Funding Cuts
