An act to amend Section 2380 of, and to amend, repeal, and add Section 2382 of, the Streets and Highways Code, relating to transportation.
AB 2168 revises the California Active Transportation Program’s statutory goals and the California Transportation Commission’s guidelines for selecting projects. The bill keeps the program focused on biking, walking, and other nonmotorized travel, but updates the eligibility and selection framework to emphasize access to transit, especially in underserved and rural areas, and to strengthen how projects are ranked and managed. It also preserves the program’s existing emphasis on safety, greenhouse gas reduction, public health, and benefits to disadvantaged communities.
Beginning January 1, 2028, the bill would require the commission’s project-eligibility guidelines to expressly include safe routes to transit projects that improve access to transit facilities and schoolbus stops by biking and walking, including projects that expand transit access in underserved or rural areas. It would also require project-selection criteria to include recommendations for maximizing commitments of State Transportation Improvement Program funds to active transportation projects, with the stated goal of supporting larger or network-level improvements. In addition, the bill would require the guidelines to include a progressive penalty structure for applicants that previously received program funds but did not use them in a timely manner.
The bill amends Streets and Highways Code Sections 2380 and 2382 and adds a new operative version of Section 2382 beginning January 1, 2028, while repealing the current version on that date. It changes the statutory framework governing the Active Transportation Program by directing the California Transportation Commission to update its guidelines, project eligibility categories, and project-selection criteria. The bill also adds a formal penalty structure for delayed use of prior funds and a new criterion aimed at leveraging State Transportation Improvement Program dollars for larger active transportation investments. These changes primarily affect the commission, regional agencies that allocate program funds, and applicants seeking Active Transportation Program grants.
The bill appears to have generally favorable support in committee, as reflected by a majority vote to pass and re-refer it to Appropriations. The vote history shows a clear majority in favor, though not unanimous, suggesting the proposal was broadly acceptable but still drew some opposition. No committee transcript was provided, so the available record indicates support for updating and tightening the program’s guidelines rather than a highly contentious debate.
The main points of potential contention are the bill’s new requirements for applicants and the commission’s discretion in allocating funds. The progressive penalty system for applicants that fail to use funds in a timely manner could be viewed as a stronger enforcement tool, while the bill also instructs the commission to consider factors outside an applicant’s control, indicating concern about fairness. Another possible area of debate is the new emphasis on maximizing State Transportation Improvement Program commitments for larger or network-level projects, which may raise questions about how funds are balanced between regional flexibility, smaller local projects, and broader system-building investments. The inclusion of underserved and rural transit-access projects may also prompt discussion about geographic equity and program priorities.