BILL ANALYSIS
SENATE TRANSPORTATION & HOUSING COMMITTEE BILL NO: AB 3034
SENATOR ALAN LOWENTHAL, CHAIRMAN AUTHOR: gALGIANI
VERSION: 6/26/08
Analysis by: Art Bauer FISCAL: YES
Hearing date: July 1, 2008 URGENCY
SUBJECT:
High-speed rail
DESCRIPTION:
This bill makes several changes to the Safe, Reliable High-Speed
Train Bond Act for the 21st Century (bond act) scheduled to be
on the November 4, 2008 general election ballot.
ANALYSIS:
The Legislature inaugurated the high-speed rail program when it
enacted the California High-Speed Rail Act of 1996, SB 1420
(Kopp), Chapter 796. The statute established the California
High-Speed Rail Authority (HSRA) as an independent entity with
nine board members, five of whom are appointed by the Governor,
two by the Senate Rules Committee, and two by the Speaker of the
Assembly. The enabling legislation sunsetted the HSRA on
December 31, 2003. SB 796 (Costa), Chapter 696, Statutes of
2002, repealed that expiration date, making the HSRA permanent.
SB 1856 (Costa), Chapter 697, Statutes of 2002, placed The Safe
Reliable High-speed Train Bond Act for the 21st Century on the
November 2004 ballot and authorized the sale of $9.95 billion of
general obligation bonds, including $9 billion of which would be
allocated for planning and construction of a high-speed rail
segment between San Francisco and Los Angeles. The additional
$950 million was designated for rail projects to provide
connectivity with the high-speed rail system and other modes of
transportation. Because of budgetary constraints first in 2004
and again in 2006, the bond measure was removed from the ballot
AB 3034 (GALGIANI) Page 2
twice. AB 713 (Torrico), Chapter 44, Statutes of 2006 now
scheduled for the November 2008 ballot.
Existing law:
1. Identifies a high-speed rail line linking San Francisco
Transbay Terminal to Los Angeles Union Station to serve as
a "backbone" of a 700-mile system linking all the state's
major population centers and to be fully funded before
funding other corridors.
2. Identifies the corridors in which high-speed rail is to
be constructed after the backbone system if fully funded
as:
a. Oakland-San Jose
b. Sacramento-Merced
c. Los Angeles-Inland Empire
d. Inland Empire-San Diego
e. Los Angeles-Irvine
3. Authorizes the HSRA to undertake the following:
a. Conduct planning, financial, environmental,
and engineering studies to support decisions related
to the selection and acquisition of rights-of-way and
the selection of a franchisee.
b. Select a proposed franchisee, a proposed
route, and proposed terminal sites.
c. Prepare a detailed financing plan, including
any necessary taxes, fees, or bonds to pay for the
construction of the system.
d. Accept grants, fees, and allocations from the
state, local governments, the federal government,
foreign governments, and private sources.
e. Issue revenue bonds guaranteed by state or
federal funds or by project revenues.
f. Prepare a business plan.
g. Enter into contracts for the construction and
operations of the high-speed rail system, including
design-build or design-build-operate contracts.
4. Authorizes bond revenues to be used for acquisitions of
right-of-way, construction of tracks, bridges and related
infrastructure, acquisition of trains, and other related
facilities.
AB 3034 (GALGIANI) Page 3
5. Prohibits bond revenue from being used to defraying
operating or maintenance costs of trains and facilities.
6. Permits bond revenues to be used only for one-half of
the total cost of construction of track and stations for
each segment of the high-speed train system.
7. Requires the State Auditor to perform periodic audits of
the HSRA's use of bond revenue for consistency with the
requirements of law.
8. Authorizes $9 billion of the bond revenues to be
available without reference to fiscal year for the planning
and construction of a high-speed train system consistent
with the Final Business Plan of June 2000.
9. Authorizes $950 million to be allocated by the
California Transportation Commission (CTC) for intercity,
commuter, and urban rail systems that provide connectivity
to the high-speed rail system.
10. Authorizes CTC to allocate $190 million of the
$950 million for state supported intercity rail services,
such as the service between San Diego and Los Angeles,
Sacramento and Oakland/San Jose, and Bakersfield to
Oakland.
11. Authorizes CTC to allocate $760 million to
commuter and urban rail systems, including light rail,
heavy rail, and cable cars. The funds are to be used for
connectivity with the high-speed system or for
rehabilitation, modernization, or safety improvements to
tracks, signals, structures, and rolling stock.
12. Requires a dollar-for-dollar match by the
non-state providers of eligible services.
This bill :
1. Makes a finding that if the high speed rail bond is
approved, construction will begin on a high-speed rail
system linking the state's population centers, including
Los Angeles, Sacramento, the Bay Area, the Central Valley,
the Inland Empire, Orange County, and San Diego consistent
with the HSRA's certified environmental impact report of
AB 3034 (GALGIANI) Page 4
November 2005.
2. Makes a finding that the bond revenues are intended to
encourage contribution from the federal government and
private sector, and that the entire system is completed by
2020.
3. Defines a high-speed train as a train that can travel
at least 200 miles per hour where conditions permit.
4. Deletes requirement that Los Angeles/San Francisco
link be fully funded before funding other corridors.
5. Defines the corridors in which high-speed rail
construction may occur as:
a. Sacramento-Stockton-Fresno
b. San Francisco Transbay Terminal-San
Jose-Fresno
c. Oakland-San Jose
d. Fresno-Bakersfield-Palmdale-Los Angeles Union
Station
e. Los Angeles Union Station-Riverside-San Diego
f. Los Angeles Union Station-Anaheim-Irvine
g. Altamont Corridor connecting the Central
Valley to the San Francisco Bay Area
6. Deletes the requirement that the high-speed rail
system be consistent with the Business Plan of 2000 and
requires the system be consistent with the HSRA's
certified environmental impact report of November 2005.
7. Defines a segment as a portion of a corridor that
includes at least two stations.
8. Deletes the requirement that revenues in excess of
maintenance, operating, and financing obligations are to
be transferred to the General Fund.
9. Requires revenues from operation above those needed
for operating and maintenance costs, financing
obligations, and debt service shall be used for
construction, expansion, improvement, replacement, and
rehabilitation of the system.
10. Defines capital cost for which bond revenues may
AB 3034 (GALGIANI) Page 5
be used to include acquisition of property, acquisition
and construction of tracks, structures, power systems, and
stations; acquisition of train equipment; mitigation of
direct and indirect environmental impacts; relocation
assistance; and other related capital facilities,
including financing and refinancing if authorized by a
subsequent statute.
11. Authorizes the Legislature to prescribe the
method of using bond revenues for acquiring capital assets
in a separate statute.
12. Requires bond proceeds to be appropriated in the
annual Budget Act or a separate statute for planning the
high-speed rail system and associated capital costs.
13. Authorizes the Legislature to establish
conditions and criteria on funds appropriated for planning
and capital costs.
14. Authorizes the Legislature to appropriate not
more than ten percent of bond proceeds for planning,
environmental, and preliminary engineering activities.
15. Limits the expenditure of bond proceeds to not
more than 50 percent of the total cost of the construction
of track and station cost of each corridor or "usable"
segment.
16. Requires the HSRA to prepare and submit to the
Legislature, no later than October 1, 2008 a business plan
that discusses sources of funding, patronage, project
cost, foreseeable engineering and financial risks and
other related factors.
17. Establishes an eight member independent peer
review committee comprised of the following members:
a. Two individuals appointed by the State
Treasurer with experience in the construction or
operation of high speed rail in Europe, Asia, or both.
b. Two individuals, appointed by the Controller,
one with experience in engineering and construction of
high speed rail and one with experience in project
finance.
c. One representative, appointed by the Director
AB 3034 (GALGIANI) Page 6
of Finance, from a financial service or financial
consulting firm who has not been a contractor or
subcontractor to the HSRA for the previous three
years.
d. One representative, appointed by the Secretary
of Business, Transportation and Housing, with
experience in environmental planning.
e. Two representatives, appointed by the
Secretary of Business, Transportation and Housing,
from agencies providing intercity or commuter
passenger train service in the state.
18. Requires the independent peer review committee to
review and issue an analysis of the appropriateness and
accuracy of the HSRA's assumptions underlying its
planning, engineering, and financing plan and its
viability for a project in a corridor for which it is
seeking bond funds.
19. Requires the HSRA, 90 days prior to presenting a
request to the Governor and Legislature for an
appropriation of bond proceeds, to submit to the Director
of Finance, the peer review committee, the Senate
Transportation and Housing Committee, Assembly
Transportation Committee and the legislative fiscal
committees a detailed funding plan for a corridor or a
usable segment.
20. Requires the HSRA to include in the funding plan:
a. An Identification of the corridor in which the
HSRA will expend the funds.
b. A description of the expected terms and
conditions associated with any lease agreement or
franchise agreement proposed to be entered into by the
HSRA for the construction or operation of passenger
train services in the corridor or usable segment.
c. An estimated full cost of constructing the
proposed service, an estimate of construction cost
escalation, and amount of contingency reserves.
d. An identification of all funds to be invested
in the project from public and private sources and the
anticipated time of receipt of funds.
e. An identification of forecasted ridership and
operating revenue.
f. An identification of all known or foreseeable
AB 3034 (GALGIANI) Page 7
risks during the construction and operations of the
service and the strategies for managing the risks.
g. A certification that corridor or segment will
be suitable and ready for high-speed rail service.
h. A certification that one or more passenger
service providers can begin using the tracks and
stations.
i. A certification that the planned service will
not require a local, state, or federal operating
subsidy.
21. Requires the peer review committee to report its
findings and conclusion to the Legislature no later than
60 days after receiving the plans.
22. Requires the HSRA prior to expending bond
proceeds appropriated by the Legislature for the
construction and acquisition of equipment and property to
submit concurrently to the Director of Finance and the
Chair of the Joint Legislative Budget Committee the
following:
a. A detailed funding plan for the corridor that
indentifies the full estimated cost of the project,
the sources of public and private revenues and their
assumed time of availability, and a project ridership
and operating revenue report; an estimate of
construction cost inflations and the amount of
contingency reserve; a report on any material changes
that have occurred since the initial report to the
Legislature, Director of Finance, and the peer review
committee; and a description of any contract entered
into with any party for the construction and operation
of the proposed service.
b. A report prepared by an independent financial
services indicating that when completed the segment
would be ready for high-speed service; one or more
service providers can use the facilities; the service
provided by the HSRA will not require an operating
subsidy; and assessment of risk and risk mitigation
strategies being proposed.
The Director of Finance must review the plan described in
(b) within 60 days and if the director finds that the plan
is "likely to be successfully implemented," the HSRA may
AB 3034 (GALGIANI) Page 8
proceed with the project. The Joint Legislative Audit
Committee may communicate its findings to the director
during the 60 day period.
23. Requires HSRA to give priority to those corridors
or segments that are expected to require the least amount
of bond revenues as a percentage of total cost of
construction. Other criteria include projected ridership
and revenue, the need to test and certify trains operating
at speeds of 220 miles per hour, and the possibility that
the corridor segments may be used by other passenger rail
services.
24. Authorizes the HSRA to use up to 10 percent of
the bond proceeds, ($900 million), for planning,
preliminary engineering, and environmental studies.
25. Authorizes the HSRA to use up 5 percent of the
bond proceeds ($450 million), for acquisition of property,
right of way and its improvement for the preservation of
high-speed rail uses third party improvements to ensure
compatibility with the high-speed system, mitigation of
incompatible improvements, mitigation of any direct or
indirect environmental impacts, and relocation assistance
for property owners and occupants.
26. Establishes that travel times between the points
shall not exceed:
a. San Francisco-Los Angeles Union Station: two
hours, 40 minutes.
b. Oakland-Los Angeles Union Station: two hours,
40 minutes.
c. San Francisco-San Jose: 30 minutes.
d. San Jose-Los Angeles: two hours, 10 minutes.
e. San Diego-Los Angeles: one hour, 20 minutes.
f. Inland Empire-Los Angeles: 30 minutes.
g. Sacramento-Los Angeles: two hours, 20 minutes.
h. Sacramento-San Jose: one hour, 12 minutes.
27. Mandates that spacing between trains, (headways),
shall be five minutes or less.
AB 3034 (GALGIANI) Page 9
28. Mandates that the number of stations on all
corridors shall not exceed 24 and the stations shall be
located with good access to local mass transit services or
other modes of transportation.
29. Mandates that no station shall be constructed
between Merced and Gilroy.
30. Mandates that the alignment of high-speed trains
shall follow transportation and utility corridors to
extent they are financial feasible.
31. Mandates that the high-speed system shall be
planned and designed to minimize urban sprawl and impact
on the natural environment, including mitigating impacts
on the movement of wildlife.
32. Designates the bond act as Proposition 1.
33. Specifies both the ballot label and title and
summary of Proposition 1.
COMMENTS:
1. Purpose . This bill revises several provisions of the
general bond obligation act Safe, Reliable High-Speed
Passenger Train Bond Act for the 21st Century, which is on
the November 4, 2008 general election ballot. This bill was
original scheduled for the November 2004 ballot. Since the
measure was enacted in 2002, the HSRA has refined its
analysis of the need for high-speed rail in California, has
completed a program environmental impact report on the
proposed system, and has completed other activities related
to system development. It is for these reasons that the
Authority believes it is appropriate to revise the bond
act.
2. San Francisco-Los Angeles corridor no longer the
keystone of high-speed rail system . The bond act requires
that the San Francisco-Los Angeles system must be fully
funded before funds can be committed to other corridors.
This bill deletes the San Francisco-Los Angeles Corridor as
the keystone corridor. In testimony at this committee's
oversight hearings six months ago, there was no indication
that San Francisco-Los Angeles Corridor, which was to go
through San Jose, Gilroy, the Merced area, Fresno,
AB 3034 (GALGIANI) Page 10
Bakersfield, Palmdale/Lancaster on into Los Angeles was
going to lose its signature status. The reason for the
change, according to the HSRA's documents, is that the high
value business trips between Los Angeles and San Francisco
would generate 91 percent of the system's revenue, but
carry only 16 million of the 94 million trips forecasted
for 2020. At the committee's oversight hearing, it was
understood that the San Francisco-Los Angeles corridor
would be built out incrementally, segment by segment, but
in the end there would be a San Francisco-Los Angeles
route. Having removed its commitment to the only corridor
that links the state's two population centers, the HSRA has
diminished the statewide benefit. This bill's lack of
clarity as to exactly how the collection of high-speed rail
corridors will emerge as a statewide system leaves the
impression that the expenditure of the bond revenues might
result in the construction of corridor segments without
achieving linkage between the state's largest regions.
Six of the seven corridors are defined by pairs of cities
comprising the corridors' end points. The seventh corridor,
added by this bill, The Altamont Corridor connecting the
Central Valley to the San Francisco Bay Area, is vague. The
committee may wish to amend the bill by renaming the
corridor, as the Merced to Stockton to Oakland/San
Francisco via the Altamont Corridor.
3. Oversight of the HSRA is needed . One of the important
findings of the committee's oversight hearings is that
there is a need for greater oversight of the HSRA's
activities by both the administration and the Legislature.
This bill addresses oversight in three ways: creation of a
peer review committee; a pre-appropriation review; and a
pre-expenditure review. Each is discussed below.
a. Creation of a peer review committee . This bill
creates an eight member peer review committee to
review and analyze the planning, engineering, and
financial assumptions underlying a proposed project to
be funded with bond proceeds and report to the
Legislature and the Department of Finance its
findings. Two individuals are appointed by the
Treasurer and two are appointed by the Controller both
of whom must have in the construction and operation of
high-speed rail. One appointment is made by the
Director of Finance with experience in project
AB 3034 (GALGIANI) Page 11
financing. The Secretary of Business, Transportation &
Housing appoints an individual experienced in
environmental planning. The Secretary also appoints
two representatives from providing commuter rail and
intercity rail services in the state.
On page 4 of the bill where the peer review committee
is authorized, the committee may wish to authorize the
Senate Rules Committee and the chair of the minority
caucus in the Senate to each appoint on individual
with technical, financial, and environmental expertise
to peer review committee. Similarly, the committee may
wish to authorize the Speaker of the Assembly and the
chair of the minority caucus in the Assembly to each
appoint on individual with technical, financial, and
environmental expertise to the peer review committee.
An additional amendment may be appropriate requiring
the HSRA to provide the peer review all the
information that it request.
b. Review of a request from the HSRA for an
appropriation of bond proceeds . Ninety days before the
HSRA submits a request for an appropriation of bond
proceeds, the HSRA must submit a financing plan for
the project it intends to fund to the peer review
committee, the Director of Finance, the policy
committees, and the fiscal committees of the Senate
and the Assembly. This plan is a detailed plan which
includes the identification of revenues, construction
and operating risks, sources of non-state funds, the
expected terms and conditions of the franchise
agreement associated with the project, and other
related information. Within 60 days of receiving the
information, the peer review committee must report its
findings to the Legislature. With this information
the Legislature will be in a position to hold public
hearings on the merits of the HSRA's proposed
investment before the budget committees begin their
consideration of the Governor's budget. Depending on
the outcome of the Department of Finance's review, the
request may be placed in the Governor's budget. The
Legislature and the administration will have the same
period of time to review the proposed project to be
funded by the project.
AB 3034 (GALGIANI) Page 12
c. Review of the HSRA's request to expend bond
proceeds . Prior to expending an appropriation to begin
construction of a project the HSRA must report to the
Director of Finance and the chair of the Joint
Legislative Budget Committee (JLBC) a detailed funding
plan and a statement of any material changes from the
information provided in the submittal associated with
the request for an appropriation, plus a description
of the contract that the HSRA is proposing to enter
with a contractor or consortium to construct,
maintain, and operate high-speed rail service.
Department of Finance is require to commission a
report from an independent financial services
warranting that the service would not require an
operating subsidy and an assessment of the risks and
risk management process established by the HSRA. The
JLBC may submit its comments to the Department of
Finance during the 60 day period.
4. HSRA may use up to 15 percent of bond proceeds for
preliminary activities . This bill authorizes the HSRA to
use 10 percent of the bond proceeds, which is $900 million,
for planning and preliminary engineering. It is the intent
of the HSRA to develop plans in one or more corridors to
about 30 percent completion. The HSRA would then solicit
proposals from firms seeking to design, build, operate, and
maintain a high-speed line for a specified period of time.
The HSRA is also seeking to use 5 percent of the bond
proceeds, which is $450 million, for the acquisition of
right-of-way and other property that may be under the
threat of development. Committee staff is unaware of any
written justification explaining how this funding need was
reached. In light of increasing construction costs, setting
aside $1.350 billion for essentially "soft costs" may be
viewed as excessive.
The committee may wish to amend merge paragraphs (g) and
(h) on page 12 into a single paragraph and limit the total
amount of bond proceeds for engineering and property
acquisition to 10 percent.
Page 10, line 7 is redundant language and should be removed
as it is repeated on page 12.
5. Limit on the state's share of bond proceeds committed to
a project . This bill limits the state's share to 50 percent
AB 3034 (GALGIANI) Page 13
of track and station costs. In fact, the cost of these
elements of the system may be the least expensive of the
system. The cost of bridges, viaducts, tunnels, rolling
stock, and the electrification system may likely cost more
on a per unit basis. There is no cap on the state's share
of these costs. To be sure, among the criteria the HSRA is
to use when selecting between corridors is that the
corridor requiring the least amount of bond funds as a
percentage of total construction cost would get priority.
Because there is no documentation that describes the likely
financing scenarios and construction strategies, the
Legislature is at a disadvantage in assessing what it might
expect the state commitment to the capital cost may be.
The committee may wish to consider an amendment that would
mandate that "the state's share of the total cost of a
project may not exceed 50 percent of the project's cost."
Although the Legislature would know that there is a cap on
total project expenditures of bond proceeds, the HSRA could
negotiate an arrangement with contractors where some cost
elements might be 100 percent state revenue and the state
would bear no cost responsibility for other elements. This
does not limit the HSRA's flexibility, but it clearly puts
all parties on notice that there are limits as to what the
state can commit to the project.
6. Information regarding the financing of the project, its
risks, and the sequencing of project development lacking .
The high-speed rail project is being proposed to be
developed and partially financed as public private
partnership. However, it is difficult to understand the
scope of the HSRA's intention in regard to funding, the
sequencing of corridor development, and the many risks
associated with the project. This is important because the
HSRA has removed the San Francisco-Los Angeles link as the
central feature of the system. The last comprehensive
document was the published in June 2000, the High-Speed
Rail System Business Plan . Until this bill was introduced,
the expenditure of bond act revenues was to be consistent
with the Business Plan. This bill deletes that requirement
and now requires that the expenditures be consistent with
the certified environmental impact report of November 2005.
An environmental document is not a financial analysis that
discusses the funding strategy for the project, assesses
the likelihood of federal matching funds and explains the
requirements of a public-private-partnership (PPP). At the
AB 3034 (GALGIANI) Page 14
committee's January oversight hearing, the chair asked for
the HSRA to prepare an updated business plan. `The HSRA has
now agreed to submit the plan by October 1, 2008. This bill
defines the elements of the business plan that the HSRA is
to provide. If this analysis is done correctly, it will be
the first updated narrative discussing the financing of the
HSRA's program since 2000.
7. Public-Private-Partnership (PPP) will be critical
financial component . The PPP concept is both a project
delivery and project finance strategy. To date, the PPP
bills that have been before the committee have related to
highway construction. The usual revenue source to finance
project and provide a rate of return to investors have been
tolls. This project will be very different. State and
federal funds will make up two-third of the construction
revenue. Although Congress has yet to enact a federal
high-speed funding program, it does appear it may do so
this session. The final leg of the funding stool is private
funds. It is unclear exactly what will be required of the
state to attract private funding. For example, will the
negotiated rate of return to the private investors be
derived from the fare revenues or will the state have to
provide a secondary revenue source to guarantee the rate of
return? There may be other requirements financial
requirements that the state will have to negotiate to
attract private participation. The updated business plan
required by this bill should include a comprehensive
discussion of this and related issues.
8. Technical amendments . The words segment and useable
segment are used interchangeably. It is recommended that
"useable segment" be used throughout the bill in place of
segment. A second amendment on Page 4, line 12, subdivision
(d) should read subdivision (c).
9. Opposition . The Professional in California Government
(PECG) is opposed to this bill. PECG is seeking amendments
that "would assign essential public-interest
functions-preparation of environmental documents,
right-of-way acquisition, construction inspection and
materials testing, for example-to the California Department
of Transportation on the high-speed rail project." To
address its concerns, PECG has suggested the following
amendment to the Authority's enabling statute:
AB 3034 (GALGIANI) Page 15
(a) Notwithstanding Section185036, the authority
shall utilize the department's services for
project design and engineering, including
construction inspection. The authority and the
department shall enter into agreements, upon
those terms as they may agree to in writing, for
the department to provide design and engineering
services on a project for the authority. The
agreements shall provide for payment in advance
for all design and engineering services provided
by the department.
(b) Any project utilizing the department's
services shall be included in the department's
capital outlay support program for workload
purposes.
(c) For the purposes of this section, the
following terms have the following meaning:
(1)
Project design and engineering, including
construction inspection" means preliminary
engineering, pre-bid services, right-of-way
acquisition, environmental documents,
construction inspection including surveying
and materials testing, and quality control
inspection including highway and utility
relocation and grade separations shall be
performed by the department consistent with
current practices for state highway
projects.
Committee staff notes that this language may be
unconstitutional as it mandates that the HSRA enter into an
agreement with Caltrans for services. It is unclear what
the response of the private sector market for a PPP
project, if the firms are unable to use their engineers for
inspection and materials testing. It is also questionable
if Caltrans management would want to do inspection and
materials testing on a project where there are elements,
such as the rail design, for which its engineers do not
have the design experience. More permissive language
regarding the HSRA utilizing Caltrans services may avoid
the constitutional issues.
AB 3034 (GALGIANI) Page 16
Existing law requires all state contracts for public works
to be under the charge and direct control of the
Department of Transportation (Caltrans), unless there is a
specific exemption. This bill provides authority to the
Authority (CHSRA) to let contracts for constructing a
high-speed rail project.
Assembly Votes:
Floor: 60-3
Appr: 12-0
Trans: 10-0
POSITIONS: (Communicated to the Committee before noon on
Wednesday,
June 25, 2008)
SUPPORT: California High Speed Rail Authority (Sponsor)
Antelope Valley Board of Trade
Association for California High Speed Trains and
its 90 firms, individuals
and associations
California State Association of Counties
CALPIRG
CELSOC
City of Elk Grove
City of Hanford
City of Lemoore
City of Palmdale
City of Sacramento
City of San Jose
County of Kern
County of Los Angeles
County of Merced
County of Sacramento
County of Yolo
Merced County Association of Governments
Orange County Transportation Authority
Rail Passenger Association of California
Sacramento Area Council of Governments
Sacramento Metropolitan Air Quality Management
District
San Diego Association of Governments
San Francisco Chamber of Commerce
San Francisco Democratic Party
San Francisco International Airport
San Joaquin Valley Regional Planning Agencies
AB 3034 (GALGIANI) Page 17
Directors' Committee
San Mateo County Economic Development Association
Santa Clara Valley Transportation Authority
Silicon Valley Leadership Group
Tri-Valley Regional Rail Policy Working Group
University of California, Merced
OPPOSED: Alameda County Congestion Management Association
California Rail Foundation
Professional Engineers in California Government
Service Employees International Union (SEIU)
Transportation Solutions Defense and Education
Fund