When a transit district is deciding where to put bus stops, park and ride facilities, or special service terminals, it needs to talk to the city or county where these facilities are planned to be located and take their recommendations into account. The city or county should check if the proposed locations fit with their overall transportation plan before making any suggestions to the transit district.

This law allows a transit district in the area served by the Southern Pacific Transportation Company between San Jose and San Francisco to buy tickets in bulk from Southern Pacific or Greyhound Bus Lines. The district can then resell these tickets to local residents at a discounted rate. The district's governing body decides the resale prices.

This law states that any public transit systems, known as guideways, planned or built after January 1, 1979, must follow safety regulations set by the Public Utilities Commission. The commission is responsible for inspecting these projects and ensuring they meet safety standards. They can require changes to enhance safety for workers and the public. The commission must create a program with safety guidelines, standards, and procedures for designing, building, and operating these guideways, using existing industry standards where applicable. They are also tasked with enforcing these safety rules.

This law allows transit districts or operators to create uniform rules to assess potential bidders for contracts related to railroad equipment. They can use questionnaires and specific statements to determine which bidders are qualified. Although they can limit the competition to only those they deem qualified, they must ensure at least two bidders are approved to compete for each contract.

This law allows transit districts or operators to ask potential bidders for contracts to answer questions on a standard form and submit a financial statement. These documents should show the bidder's financial capability and experience with public contracts, and must be sworn to be truthful, similar to how legal pleadings are confirmed. Importantly, these documents are kept private and cannot be accessed by the public.

This law requires transit operators, both publicly and privately funded, to honor certain identification cards for reduced fares. If a transit service offers reduced fares to seniors, they must accept the federal Medicare card as valid ID, and if they offer reduced fares to seniors under 65, they must accept a senior identification card from the Vehicle Code. The same reduced fare rates must be available to disabled persons and disabled veterans with appropriate identification from the Vehicle Code.

Additionally, transit operators must accept valid discount cards from other operators for disabled individuals. This rule applies to services like dial-a-ride and paratransit for disabled persons, but not to private nonprofits. Transit operators can issue their own ID cards, but can't require them in addition to federal or state cards. Plus, operators receiving specific state funds can’t limit services to local residents only.

This law requires local transit providers to work closely with county welfare departments to make sure that transportation funds help aid recipients efficiently. If local public transit is available, funds from the CalWORKs program should focus on improving these services to support welfare-to-work efforts. In areas without public transit, the focus should be on transportation alternatives like subsidies, vouchers, or van pools to achieve the same purpose. Overall, public transit providers should prioritize using transit funds to improve services that assist people moving from welfare to work.

This law states that if the Sacramento Regional Transit District (SRTD) offers reduced fares to senior citizens, they don't have to offer the same reduced fares to disabled persons or disabled veterans. The reduced fare for seniors not extended to others won't be valid beyond a specified date. If the SRTD lowers senior fares below those for disabled persons or veterans, they can't raise fares for the latter group.

Additionally, the SRTD must report to the Legislature if they change fare rates for seniors compared to disabled persons or veterans. This report needs to include data like the number of people buying the reduced fares, revenue, changes in service, and more. Definitions for 'disabled person' and 'disabled veteran' are specified, and service changes are defined broadly. The report is due before January 1, 2026, and this law is in effect until January 1, 2027.

This law ensures that dial-a-ride and paratransit services in California are accessible to disabled individuals for essential needs like work, education, and medical appointments. It emphasizes that these services should be available to people regardless of whether they have a car or live within the service area, provided they qualify for the service.

Providers can offer subscription services, and they must accept valid ID cards from other operators for discounted services. However, these services aren't required to operate outside established areas, nor do they need to demand ID to use services unless required by federal law.

If someone believes that a transit operator is not complying with these requirements, they can report the issue to relevant authorities or ask the Attorney General for help.

This law mandates that the Transportation Agency, working with public transit operators, must assess how these operators provide specialized transportation services like dial-a-ride and paratransit to people with disabilities visiting from other areas within the state. This includes researching how quickly and effectively they can certify these visitors to use their services, potentially through electronic documentation.

By July 1, 2021, the assessment must be published online. Following this, the Agency must develop guidelines for a program that allows certified individuals with disabilities to access similar services across different regions in the state, ensuring better mobility for them.

This law says that a transit district can only pay its board members for attending board meetings or doing other district work. If a board member needs to work outside of meetings, they must get approval for any travel expenses or other payments before they start. They also have to report their expenses back to the board once the work is done.

This law states that any transit district board members who started serving after January 1, 1989, cannot receive better life, accident, or health insurance benefits than those given to full-time district employees, whether they are active or retired. Also, any insurance plan terms, conditions, or contributions that apply to employees must also apply to those board members.

This law states that transit districts in California can't set up or pay into a pension or retirement benefits plan, or buy an annuity for board members who started serving after January 1, 1989. However, it does allow these members to participate in certain deferred compensation plans.

This law outlines how retirement systems for transit district employees involved in collective bargaining should operate. These systems are managed by a retirement board equally representing labor and management. If the board can't agree on an issue, they resolve it using federal labor law. The board's duties follow the California Constitution, but this doesn't apply to districts using other retirement systems through collective agreements or those whose board members are elected directly by voters.

This law requires any public entity that plans or operates a rail transit system to do two things. First, they must develop parking facilities for passengers at stations designated as park and ride locations. Second, they need to allow private businesses to help in developing these parking facilities by utilizing air space and publicly owned assets.

This law allows public transportation facilities to lease space for child care centers. These leases go to child care operators through a competitive bidding process, focusing on affordability and quality of care. Child care priority is given to children of public agency employees and facility users.

Child care programs at these facilities cannot receive state funds unless they meet certain conditions: accepting children regardless of religion, not including religious instruction, and not using the space for religious purposes during child care hours.

The law supports providing child care at transportation facilities as beneficial to public transit users and in the public interest.

This law allows certain local agencies to study if extending commuter or intercity rail service from Davis to Dixon is possible, even if other laws might suggest otherwise.

If a public transit operator in California upgrades or installs a new ticket vending machine with video instructions after January 1, 2005, they must also add audio instructions for visually impaired users. This requirement helps ensure accessibility for all individuals. Additionally, operators can use state funds from the State Transportation Assistance Program to cover these costs.

This law requires that when a transit agency installs new security systems, the equipment must be able to store recorded images for at least one year. Exceptions apply if the agency cannot find equipment with this capability, determine it's not feasible technologically or economically, and instead opt for the best available technology.

Additionally, security recordings should generally be kept for a year unless they're needed for evidence in a legal claim or incident report, or if the system was installed before 2004. It's important to note that there is no obligation for transit agencies to monitor these recordings in real-time.

This law requires the Omnitrans Joint Powers Authority to investigate and report on the environmental and public health impacts of bus fueling stations they oversee. The report should consider any effects on nearby residents, including issues like nuisance odors. To gather information, they must hold public hearings near each station and seek input from local agencies and community groups. They are mandated to consult with the South Coast Air Quality Management District and other relevant entities during this process. Funding to carry out these duties must come from the State Transportation Assistance Program.

If an evacuation order is announced for an area served by public transit, the transit provider must allow passengers to bring their cats and dogs on board. This policy follows best practices that ensure safety, developed with guidance from the Office of Emergency Services and the Department of Food and Agriculture, alongside local emergency personnel.

The law clarifies that an evacuation order means a directive to leave an area due to dangers like natural disasters, and 'pets' are specifically defined as cats and dogs.

This law outlines prohibited activities related to the property, facilities, or vehicles of a transit district in California, specifically including the San Francisco Bay Area Rapid Transit District. Actions not allowed include unauthorized access or interference with transit property, obstructing vehicle operations, endangering safety, throwing objects from vehicles, and giving false information to authorities.

Violations are treated as infractions with fines starting at $75 and a maximum penalty of $250 or community service for repeat offenders. Transit districts must inform the public about these rules, and any collected fines cannot go to the transit agencies issuing them. The law clarifies that free speech activities like picketing or demonstrating are not restricted.

This section allows transit districts to issue prohibition orders to individuals for certain offenses related to transit facilities. You can be banned if you commit certain infractions or crimes in transit areas multiple times within a short period. If banned, you can't enter the transit district's properties for a specified period. However, there must be a chance to contest the ban, and if needed, the district will offer a process for reviewing and possibly overturning the prohibition.

The law also sets out how these orders are served, including personal delivery and mail confirmation. If you dispute the order, you have options like an initial review and a formal administrative hearing, where decisions are made based on evidence, with possible further judicial review.

Refunds for unused transit passes are available if your ban makes them unusable. Several California transit authorities, like BART and LA Metro, are mentioned as applicable districts for these regulations.

This law section sets out requirements for transit districts before they can formally ban individuals from their property for disorderly conduct. First, they must set up an advisory committee to help guide the process and train the staff responsible for these bans, called prohibition orders. The transit district must inform riders about the behaviors that could lead to such bans. The advisory committee has at least five members, with special emphasis on expertise in mental health, youth advocacy, or law enforcement. Its tasks include offering training recommendations, suggesting referral services for affected individuals, monitoring the issuance of prohibition orders for compliance with civil rights laws, and providing annual reports on the issuance and appeal of these orders. Lastly, existing committees may be used if they meet the specified criteria, and the law specifically names several California transit agencies.

Before buying a new bus for public transit, operators must consider safety recommendations from bus operator representatives. These recommendations aim to reduce assaults on drivers, avoid accidents from blind spots, and enhance overall safety for everyone interacting with the bus. However, the law does not require transit operators to follow these recommendations.

This law requires that commuter rail systems operated by public entities have automated external defibrillators (AEDs) on each train for safety, with exceptions for certain intercity and light rail services. Public entities can train their employees to use AEDs during regular training sessions. By July 1, 2020, they must have AEDs installed, except for the Peninsula Corridor Joint Powers Board, which must equip Caltrain Electrification Project trainsets with AEDs. Once installation is complete, confirmation must be sent to the Public Utilities Commission. Public entities complying with AED installation and deployment requirements are protected from liability for civil damages if AEDs are used for emergency care.

This law requires certain large transit stations in California to include a lactation room when starting any new construction or renovation from January 1, 2021, onward. These stations must provide a private and secure area for breast milk expression that isn't a restroom, and it should include basic amenities like a chair and an electrical outlet. The law defines which stations are affected based on their size, the presence of intercity or high-speed rail services, and whether they offer significant passenger transfer points.

This California Public Utilities Code section focuses on collecting data to enhance the safety of public transit riders and reduce street harassment. The Mineta Transportation Institute at San Jose State University is tasked with developing a survey by December 31, 2023. This survey will collect rider demographic information and their experiences with safety, particularly street harassment, on public transit. Street harassment is defined as harmful behaviors based on various personal characteristics. The survey will gather details such as the frequency, type, and impact of harassment, and whether or not incidents are reported. The Institute will collaborate with advocacy groups and transit operators to develop the survey.

This law requires transit operators to gather and share information about street harassment on public transit by December 31, 2024. They must work with the Department of Transportation to receive funding for this task by July 1, 2024. Transit operators need to collect details outlined in another section and can add their own questions. Outreach should be done to understand underrepresented groups' experiences, including women, non-English speakers, LGBTQ+ individuals, and those with disabilities.

Surveys can be in multiple languages to include limited-English-proficient riders. All data must be published online, without personal information, and shared with the Governor and Legislature. Information collected up to five years prior can be used in this effort. This law does not create new liability for transit operators regarding street harassment incidents.