available for trade-off. that is where all the excitement comes from a at the regional level. page 12 in your enclosure. this is the $56 billion we are talking about. the only thing i will mention on this -- and please in directive there are questions. this includes several sources of new revenue. they do not currently exist. or the past, mtc has done an analysis and has shown between rtp cycles, often new revenue sources materialize. in this case they have assumed a new regional gas tax. anticipated $14 billion. and any bridge toll. what i can say in their favor is over the years new revenues have appeared between rtp cycles and they have taken the prudent step of assuming none of these new revenues will materialize in

the next five years. the next five years is what i would call the real money for projects. the new money is further up in the rtp setting up policies and the visions for the bay area. page 13 of your packet. with that $56 billion, mtc has come up with six strategies to explain their recommendations for using those funds. the first one is closing the greenhouse gas emissions gaps. one of the new aspects, the biggest, is sb375. as you know, it has certain greenhouse gas emissions goals. we still have a 6% gap. most of the reduction to date has been from the land use side. that said, mtc is recommending

the two options for up to $700 million investment strategy and what they're calling climate policy initiative. that is focused on clean vehicles into the fleet. getting them smart driving. that means having your tires properly inflated, promoting car sharing and so forth. i will make a few comments, concerns that we are glad about as we go through them. one of our main concerns here is option 8. it features several ways to promote electric vehicles. by putting charging stations and a proposal for electrical hickel purchase incentives. we have equity concerns because those are high and vehicles. everyone benefits from clean air but only a certain element of the population can afford to buy those. option b, which is other policy options to achieve that lasted from of greenhouse gas

emissions, has when mtc is envisioning which would not be popular, which is reducing the speed limit on various speedway's to 55 miles per hour. these options are before the commission. commissioner avalos: do not tell sammy hagar. >> the second strategy known as fix at first, maintenance, there are recommending $24 billion of the $56 billion towards minutes. this is on the transit and local streets and roads side. this is comparable to the last rtp. overall, 80% of all those revenues is for maintaining our existing system. one thing i would know that is different we're supportive of, mtc has put $2 billion towards transit this time. ramallah to further push mtc to work with the transit operators and jurisdictions to identify new revenues for transit operations.

that is over the -- jumping to slide 20 in your enclosure. commissioner avalos: that is across the region as well. >> on the mainland side, even though we are putting 80% of the plan in two minutes, their huge shortfalls on the transit side and local streets and roads side. this is sort of treading water. the third strategy you are familiar with, and the one bay area grant from work. this is one of the standout features of this rtp in terms of this being the first time mtc has linked transportation revenues to incentivize good land use. they are falling transportation towards para development areas to be transportation and development. the proposal has been out there for awhile. the most committed and recent

changes a three-year funding cycle coming up. that has been moved to four years. that gave mtc more money to address things like people wanting more money in the original safe routes to school program. it also deals with the concerned of product delivery around the region. with this four-year cycle, mtc is proposing a regional program is more likely to get the first two years of money because they can deliver faster. local projects get the second two years of funding. mtc has made it clear that if there are ready to go, -- we are ready to go, we can move ahead with the program. it woulthere is some ongoing discussions with zero back. there are places like contra costa and san mateo that are trying to water down the requirements percentage is going to be cleared areas. they are also concerned about

the time from a local jurisdiction will have to comply with the requirements. most of which does not apply to san francisco, because we already have them in place, i'm getting a complete street ordinance in place. i suspect mtc will give them more time, given that they do not have the technical staff. obag represents $14 billion over the 20 years. here is some of the new stuff and was in the paper. strategy is sending high performers. spoke previously about mtc having done a quantitative and qualitative analysis of the projects submitted for the rtp and came up with a high performing out liar. they wanted to find a way for locals to this crime them or to for discretionary money at the project. if you look on appendix 3, page 40 of your package, seven of the 12 habra former partners are samples for projects or regional

projects of services coast ports. we are pleased to see that for rtp purses as, we have directed original funds toward the better market street project, a trend effectiveness project, they have included our pricing program and so forth. 25. this overlaps a little bit. investment strategy for. this also included transit expansion new priorities for the region. on this line here, the regional transit's expansion plan had two prior is for federal and new starts. this is a big start of a big competitive transit expansion. these projects -- are far enough along mtc felt comfortable recommending additional funding for future new star preferred is and small start priorities.

right now we have thus rapid transit projects. these are the only two regional small start care is in the region. mtc assumes a conservative member, $2.5 billion for additional new and small start projects. page 27, we did very well. the two new priorities are in the second phase of bart to san jose and the transit from the center downtown extension. i will not say much about this. the deputy director with talk about in next agenda item. they also added another ac transit part of the project and another additional funding for van ness brt. in addition, $660 million reserve for other newer small start projects. we have asked that there be somewhere in writing a discussion at the mtc about the timing and process to decide which projects we will be able to compete here we have projects such as the geneva and

geary brt that would compete well for these funds. we want to make sure those funds go to top performer projects. the last one -- this is the big strategy. mtc has had in the early investment strategy for the high-speed rail corridor in the bay area. that includes two projects, both of which are prop k priorities, electrification including new rolling stock, and the advanced signal system which was previously known as the positive train control. last two strategies. strategy 5 is about making the existing system work better. the bigger thing here is that mtc has included -- commissioner kim: i can let you finish the presentation.

it is about the electrification. i will wait until you're done. >> two of the high performing projects and our potential project of the downtown area mtc has less include those in the region transportation plan. this does not mean that the pricing will move forward. the only means that it is in the rtp so we are not precluded from going forward if we choose to do so. in other thing which should be here but was not mentioned, mtc has done something that we are proud of. we have had a role in coming up with half a billion dollars in transit performance initiative programs. we are trying to seek clarification with mtc. right now, there has been a call for $30 million from the trend this inability project related to this, focusing on low-cost equipment projects like transit signal clarity on arterioles,

which is great, but also want to see more sizable investments like crossovers or grade separation that will improve the reliability of the existing system. we think this is cost-effective and an equity issue. these tend to be the transit areas in the urban core. the last initiative is the trend of performance initiative. we are thrilled that the 500 billion is included. our main comment in the memo was that we wish it were higher compared to the freeway performance initiative, which has $2.7 billion, but it is a great start. you can see a pie chart on 36. the overall message is the way that mtc is proposing to use the money is not different from the last rtp. most of it goes towards maintenance for the smaller

projects. these next few months are the key ones for the rich and transportation plan sustainable community strategy. i am sure commissioner avalos knows it is in april. the commission discussed last witness transportation investment strategy. expected to pick the alternative in may along with the obag framework. then that kicks up the process for the environmental review. eventually, april 2013 is when you accept adoption of the regional transportation plan. typically in the past you have not seen changes in the project list over the period. this rtp is different. it is possible that if there are more changes, my suspicion is it will be on the land use side. we have are happy to answer any questions. commissioner avalos: thank you. commissioner from commissioner kim. seeing none, public comment is

closed. it is great to see the -- commissioner kim: it is great to see the new starts. i have a question about the dpx. i wonder if you could clarify if there was shifting in terms of the commitments mtc has made for so what they're asking san francisco to make through the sales tax. i wonder if you knew anything about that. >> it is 26 in your packet. 27. that is where they show a funding strategy. one thing i did not clarify, commissioners -- this is extremely confusing for people. the regional transportation plan is only a plan about setting policies. it is not a programming document. very few exceptions. the most important aspect of the new starts recommendation is the downtown extension has been identified as one of two regional projects for funds.

mtc has recommended it for $650 million in new start funds. we are hoping for a higher amount. when you can see in this table if you look on slide 27, because they have to work within the constraints of the rtp, the have dump the rest of the shortfall for the project into a potential sales tax authorization. that enables it to get to the rtp. the reality of the new starts process is a proud sponsor engages with the fda at the beginning and you go through a lot of troops. and they would ultimately determine what the new starke amount is. when i have seen in the past is once projects get into this with mtc support, typically these come back later with an updated amount. commissioner kim: i just had some concerns. i wanted to ensure that they are not asking for larger commitment than they did previously in terms of our sales tax revenue, although it is an important project.

i am glad to see it on the list. >> were read to seek an additional sales tax reauthorization, that would be a huge public process. this is just for rtp purposes. they allow all counties to assume reauthorization. that would be skipping about five years' worth of revenue using the rtp. commissioner avalos: we are also joined by commissioner wiener. you have a question? >> thank you. i am not sitting as a member of the committee today. i am here primarily for the next item. i did want to comments on the issue that commissioner kim raised. i think it is important -- in terms of the $50 million, -- first of all, it is not just sales tax were the revenues. it is a broader category. in terms of the context, it was not too long ago when it was

very unclear whether the downtown extension would even make it. it was being poorly rated by the mtc, i think unfairly so. it was not getting the attention. there were some comments that were enacted about downtown san francisco. the entire product was in jeopardy, as we can see from the next item. we made huge strides appeared part of that extended from the dpx will require significant funding from san francisco. we have a lot of work to do. we cannot just rely on the federal government's. i know that there has been a fair amount of anxiety about the transbay joint powers authority about that $50 million, but i think we're in great shape and we will work out. we just need to understand we are working as a team on this. >> i do want to emphasize this

is historic. it is rare that you see things like this that really set the next generation of projects. the last time we have something this significant was when the executive director rejoin the authority in 2001. that was when we got central subway, doyle drive, electrification, and other things in the rtp. that allowed us to follow through with the prop k expenditure plan and other plans. all those plans are now moving forward. commissioner avalos: thank you. any other comments? lastly, we are working in such a constrained environment. it is incredible the kind of thinking and strategy we have to build to be able to fund our projects across the region and in san francisco. i want to give you credit for that. there is also a huge fundamental

problem in this country, i will say, about where we put our priorities. i wish we could rely on the federal government more than we are, but it has to be stated, there is a problem with priorities in this country in that we are not able to fund projects like this, and while there is a great boon that we can create for ourselves in terms of how we fund major projects, there are parts of san francisco that do not get service, just lousy service. that is my district. probably parts of district 10 as well. while we were able to fund these big projects, we have to figure out how to also make sure that we have a transit first policy extend to other parts outside the downtown core of san francisco to make people have a choice to get out of their cars and use the transit that everyone else seems to be using in the city. i will be saying that over and over again. >> in terms of their real money,

the next five years is what counts the most. the money that we have the ability to direct to other projects, primarily to the obag spending cycle, and working to get our share of the $5 million in cpi funds. 1 the work --commissioner avalos: the work you're doing is exemplary. we are all working in a constrained environment. i understand that. if there are no other comments from the committee, we can go to public comment. >> for those who were listening to this presentation, as was stated somewhere, this is like a conceptual plan. a conceptual plan is like a dream. you can wake up from your

dreams and it could be your worst nightmare. having said that, we need and para o data on the last 40 years linked to quality of life issues. while the san francisco county transportation authority can come here and give their conceptual plans, that is fine. in order for us to make progress, we need the empirical data. let me state to you that i'm the director of environmental justice advocacy, but i also represent the first people of this area, the alone me. for thousands of years, this land was pristine until some strangers came here and contaminated it. within this history, we have to find out some base lines. for example, you supervisors and this committee should ask the

san francisco county transportation authority to give us some sort of a metric on the carbon footprints. from my experience, year after year, more cars coming into the city, more particulates, more carbon dioxide, so on and so forth. we also need to do an eir on all of our landfills to see how much methane gas disputes into the air. 1 ton of methane gas it was 22 tons of carbon dioxide. the san francisco tradition authority should provide us with this information. finally, as you were alluding to, chair, it is good to visit some countries and see how much is spent on their infrastructure. china is one of them, but other countries, too. in san francisco, we have

deferred maintenance on our infrastructure and we do not have a vision, and therefore, we cannot leave a legacy as to our transportation system. it still follows the old grid from one end to the other, not providing good transportation to areas where mostly the poor people live. a very few poor people can come here to speak to this. so you representatives have to do what you are supposed to do, care for them. thank you. commissioner avalos: anyone else in the public that wants to comment? seeing none, public comment is closed. commissioners, the item is before us. commissioner kim: motion to move forward with recommendations. commissioner avalos: without

objection. next item please. >> item 6 authorizing the executive director to execute with conditions and memorandum of understanding with the california high speed rail authority, metropolitan transportation commission, and six other local and regional entities to establish a funding from work for a high-speed rail early investment strategy for a blended system in the peninsula corridor. this is an action item. >> good morning, chair avalos, members of the committee, the deputy director for capital problems with the committee. i will be presenting the item that begins on page 51 of your package. this past week, on april 12, the high speed rail authority approved the revised 2012 business plan. one of the major components of the revision to that would be a corporation of a concept dubbed

blended operations in which a high speed rail system would be coordinated, including coordination with new elements of construction, with the regional and commuter rail systems. in the particular case of the peninsula, that would be caltrain. this was a concept developed jointly by caltrain and the san francisco high speed rail working group over the past year, working in cooperation with high-speed rail authority as well as departments within the city. so we were delighted to see the high speed rail authority not only embraced the idea of blended operations, but have made a formal part of their business plan. as a result of the high speed rail authority embracing blended operations, the metropolitan transportation commission, working in cooperation with san francisco's mayor's office, the transportation authority, and

six other regional transportation organizations, have come together and developed a draft memorandum of understanding that does a number of things that advances both the interest of local transit as well as high speed rail. the memorandum of understanding establishes an interrelated program of projects for the peninsula. these would address both near term and longer term needs. specifically, the program and project includes electrification of caltrain, which is something that will provide full funding for the project. that includes electrified the system itself, implementation of an advanced communications system and positive train control, which improved safety and operational efficiency, as well as the procurement of

electrified rolling stops. in addition, as maria mentioned, the long-range elements " to the rhythm of understanding had addresses the balance of the project needed to complete the blended operation scenario on the peninsula appears that includes the implementation of the downtown extension project as well as other related system improvements that would include additional passing tracks and selected grade separations. the electrification of caltrain will benefit as a result of this memorandum of understanding through the california high speed rail authority, will benefit from $706 million in high-speed rail funds be made available through the project. in addition to that, federal funds included, generally

formula funds as well as a total of $180 million from the three member counties of the peninsula joint powers board. $60 million each from santa clara, san mateo, and san francisco. the downtown extension project will include $650 million. again, this is sort of a marker. once the project is adopted within the regional transportation plan, then the project opponents will come together with the federal transit administration to develop a final implementation plan and final funding plan. so with that, we are thinking recommendation for, with conditions, to authorize the executive director to execute the memorandum of understanding to implement the alamance of

the high speed rail as opposed to opposing documents. commissioner avalos: commissioner wiener? >> could you summarize those conditions that staff is speaking about? >> the primary condition in the document is contingent upon metropolitan tradition commission support of the downtown extension to transbay being a regional project, including not less than 60--- $650 million in new start funding. that is a primary condition. >> mr. chairman, as really to earlier, this is sort of an extraordinary thing that has happened. the entire high speed rail system in california -- there was some skepticism not too long

ago about whether that would happen. since then, the governor and high speed rail authority have turned things around. i confidence level in this system happening has just gone up significantly. what we did four months ago was, when things were looking shaky and of looked like high-speed rail would not come to the bay area -- they were talking about 2035 or a ridiculous year like that -- we met up with stakeholders to establish a consensus among the three counties that we are going to have high speed rail in the bay area from downtown san jose to the transbay terminal, period, and the story. then we will look up with the state system, and that will be terrific, but we're not going to wait until the end of the project for the bay area to