Active Transportation Program: guidelines.

The provision on incentives for attracting non-program funds is changed from permissive ('may include') to mandatory ('shall include'), with added purpose language specifying the goal is to scale funding for larger or network-level active transportation improvements.

A new requirement is added that guidelines must include a provision requiring an applicant to consult with the executive officer of a transit agency operating in a project corridor if the project will be adjacent to an existing bus, shuttle, or paratransit route.

A sunset clause was added to the amended Section 2382, making it effective only until January 1, 2028, at which point a new Section 2382 becomes operative. This creates a transition period between the current rules and the expanded rules.

The expanded safe routes to transit eligibility (including access to transit facilities and schoolbus stops by biking and walking, and projects expanding access in underserved or rural areas) is now delayed until January 1, 2028, rather than applying immediately.

The requirement for project selection criteria to include recommendations to maximize commitments of state transportation improvement program funds is now delayed until January 1, 2028.

The requirement that higher priority be given to projects allocating 50 percent or more of state transportation improvement program programming capacity to active transportation improvements was removed entirely from the bill.

In the sunset section (effective until 2028), the incentives provision was changed from 'shall include' to 'may include,' making it discretionary rather than mandatory during the transition period. The new section operative in 2028 retains the mandatory 'shall include' language.

The progressive range of penalties (from point deductions to disqualification) for applicants that fail to use previously received program funds in a timely manner is now delayed until January 1, 2028.

The safe routes to transit project eligibility definition was simplified: references to 'transit-rich and infill opportunity areas,' 'major or planned transit or schoolbus stop walksheds,' and 'frequent stops' were removed, replaced with broader language about 'planned transit or schoolbus stops' and 'transit-oriented development planning areas.'

The standalone project selection criterion for 'potential for encouraging increased access to public transit' was removed as a separate item and folded into the existing criterion about identification of walking and bicycling routes to transit facilities.

The amendment to Section 11000 (Pedestrian Mall Law of 1960 naming provision) was removed entirely. The bill no longer touches pedestrian mall law.

Goal (a) of the Active Transportation Program now explicitly includes access to public transit stops, stations, and other transit facilities as part of increasing biking and walking trips.

Safe routes to transit project eligibility (paragraph 9) was expanded to include projects that will expand access to transit in underserved or rural areas, broadening where funds can go.

The penalty provision for applicants who fail to use previously received program funds timely now requires the commission to consider factors not under the applicant's control when applying penalties, adding a fairness safeguard.

Project selection criteria for identifying walking and bicycling routes now includes 'other transit facilities' and the potential for encouraging increased access to public transit as part of that criterion.

The fiscal committee designation changed from 'no' to 'yes,' indicating the bill now carries a state fiscal impact requiring legislative fiscal committee review.

The bill now amends Sections 2380 and 2382 of the Streets and Highways Code in addition to Section 11000, expanding its scope from a minor citation fix to a full restructuring of the Active Transportation Program.

Section 2380 now establishes seven explicit program goals including increasing biking and walking trips, advancing greenhouse gas reduction, ensuring disadvantaged communities share in benefits, and increasing access to public transit stops and corridors.

A new requirement mandates that no less than 25 percent of overall program funds benefit disadvantaged communities during each program cycle, with a defined process to ensure this floor is met.

A new project selection criterion requires recommendations to maximize commitments of state transportation improvement program (STIP) funds to active transportation projects, with higher priority given to projects allocating 50 percent or more of STIP programming capacity to active transportation improvements.

The guidelines changed from 'may include' incentives to attract non-program funds to 'shall include' such incentives, making them mandatory rather than optional.

Safe Routes to Transit project eligibility was expanded from improving routes to mass transportation facilities and schoolbus stops to also include investments in transit-rich and infill opportunity areas such as station areas, walksheds, frequent transit corridors, and transit-oriented development planning areas.

On and after January 1, 2026, Class III bikeways (sharrows) are excluded from eligible project types unless they are on roads with a design speed limit of 25 mph or less, the project reduces the speed limit to that threshold, or the applicant demonstrates the marking is appropriate for the local context and advances a low-stress network.

The guidelines must now include a progressive range of penalties, from point deductions to disqualification, for applicants that fail to use previously received program funds in a timely manner.

The fiscal committee designation changed from 'no' to 'yes,' indicating the bill now has a fiscal impact requiring committee review.