AB 397: Bonds: transportation: water projects.
- Session Year: 2015-2016
- House: Assembly
- Latest Version Date: 2015-04-14
Existing law, the Safe, Reliable High-Speed Passenger Train Bond Act for the 21st Century, approved by the voters as Proposition 1A at the November 4, 2008, general election, provides for the issuance of general obligation bonds in the amount of $9 billion in general obligation bonds for high-speed rail purposes and $950 million for other related rail purposes. Article XVI of the California Constitution requires measures authorizing general obligation bonds to specify the single object or work to be funded by the bonds and further requires a bond act to be approved by a 2/3 vote of each house of the Legislature and a majority of the voters.
This bill would provide that no further bonds shall be sold for high-speed rail purposes pursuant to the Safe, Reliable High-Speed Passenger Train Bond Act for the 21st Century, except as specifically provided with respect to an existing appropriation for high-speed rail purposes for early improvement projects in the Phase 1 blended system. The bill, subject to the above exception, would require redirection of the unspent proceeds received from outstanding bonds issued and sold for other high-speed rail purposes prior to the effective date of these provisions, upon appropriation, for use in retiring the debt incurred from the issuance and sale of those outstanding bonds. The bill, subject to the above exception, would also require the net proceeds of other bonds subsequently issued and sold under the high-speed rail portion of the bond act to be made available, upon appropriation, to fund capital expenditures for water projects, including the construction of desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and acquifer recharge. The bill would make no changes to the authorization under the bond act for the issuance of $950 million in bonds for rail purposes other than high-speed rail. These provisions would become effective only upon approval by the voters at the next statewide election.
Existing law requires the Department of Motor Vehicles to examine and determine the genuineness and regularity of every application or document filed with it and authorizes the department to require additional information or reject any application or document if not satisfied of the genuineness and regularity of the application or document or the truth of any statement contained in the application or document.
This bill, in order to reduce identify theft, would additionally require the department to report to the local district attorneys office, sheriffs department, or police department when the department reasonably suspects that an application for the issuance or renewal of a drivers license or identification card contains false information.
Existing law requires the Department of Motor Vehicles to examine and determine the genuineness and regularity of every application or document filed with it and authorizes the department to require additional information or reject any application or document if not satisfied of the genuineness and regularity of the application or document or the truth of any statement contained in the application or document.
This bill, in order to reduce identify theft, would additionally require the department to report to the local district attorneys office, sheriffs department, or police department when the department reasonably suspects that an application for the issuance or renewal of a drivers license or identification card contains false information.
(a)(1)Notwithstanding any other provision of this chapter, and except as provided in paragraph (2), no further bonds shall be issued and sold for purposes of Section 2704.06 on and after the effective date of this section.
(2)This section shall not apply to bonds issued and sold for purposes of Section 2704.06 with respect to the appropriation in Item 2665-104-6043 of Section 2.00 of the Budget Act of 2012, as added by Section 3 of Chapter 152 of the Statutes of 2012.
(b)Notwithstanding any other provision of this chapter, and except as otherwise provided in paragraph (2) of subdivision (a), the unspent proceeds received from outstanding bonds issued and sold pursuant to Section 2704.06 prior to the effective date of this section shall, upon appropriation by the Legislature, be redirected from high-speed rail purposes for use in retiring the debt incurred from the issuance and sale of those outstanding bonds.
(c)Notwithstanding any other provision of this chapter, the remaining unissued bonds, as of the effective date of this section, that were previously authorized pursuant to Section 2704.06, except as otherwise provided in paragraph (2) of subdivision (a), are hereby authorized to be issued and sold, with the net proceeds, upon appropriation by the Legislature, to be made available to fund construction of water capital projects, including the construction of desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and acquifer recharge.
SEC. 2.Section 1 of this act would modify the single object or work of a general obligation bond act previously submitted to the voters by the Legislature pursuant to Section 1 of Article XVI of the California Constitution, and subsequently approved by the voters as Proposition 1A at the November 4, 2008, statewide general election. Accordingly, Section 1 of this act shall become effective only upon approval by the voters. The Secretary of State shall submit Section 1 of this act to the voters on the ballot of the next statewide election.
SECTION 1.Section 1653 of the Vehicle Code is amended to read:1653.(a)The department shall examine and determine the genuineness and regularity of every application or document filed with it under this code and may require additional information or reject any application or document if not satisfied of the genuineness and regularity of the application or document or the truth of any statement contained in the application or document.
(b)In order to reduce identity theft, the department shall report to the local district attorneys office, sheriffs department, or police department when the department reasonably suspects that an application for the issuance or renewal of a drivers license or identification card pursuant to Division 6 (commencing with Section 12500) contains false information.
(a)The department shall examine and determine the genuineness and regularity of every application or document filed with it under this code and may require additional information or reject any such application or document if not satisfied of the genuineness and regularity thereof of the application or document or the truth of any statement contained therein. in the application or document.
(b)In order to reduce identity theft, the department shall report to the local district attorneys office, sheriffs department, or police department when the department reasonably suspects that an application for the issuance or renewal of a drivers license or identification card pursuant to Division 6 (commencing with Section 12500) contains false information.
|
Date
|
Status
|
|---|---|
| Feb 19, 2015 | Read first time. To print. |
| Feb 20, 2015 | From printer. May be heard in committee March 22. |
| Mar 2, 2015 | Referred to Com. on TRANS. |
| Apr 14, 2015 | From committee chair, with author's amendments: Amend, and re-refer to Com. on TRANS. Read second time and amended. |
| Apr 15, 2015 | Re-referred to Com. on TRANS. |
| Apr 20, 2015 | In committee: Set, first hearing. Hearing canceled at the request of author. |
| Apr 21, 2015 | In committee: Hearing postponed by committee. |
| Apr 27, 2015 | In committee: Set, second hearing. Failed passage. Reconsideration granted. |
| Jan 11, 2016 | In committee: Set, final hearing. Failed passage. |
| Jan 12, 2016 | From committee: Without further action pursuant to Joint Rule 62(a). |
|
Date
|
Description
|
Location
|
Votes
|
|
|---|---|---|---|---|
| Jan 11, 2016 | Do pass and be re-referred to the Committee on [Appropriations] | Assembly Standing Committee on Transportation |
Failed |
|
| Apr 27, 2015 | Reconsideration. | Assembly Standing Committee on Transportation |
Passed |
|
| Apr 27, 2015 | Do pass and be re-referred to the Committee on [Appropriations] | Assembly Standing Committee on Transportation |
Failed |
This list shows positions taken on this bill by organizations on the date displayed, which is linked to the original source.
Positions by individuals are not included.
|
Organization
|
Position
|
Date
|
|---|---|---|
| California Apartment Association | * Against | Apr 27, 2015 |
| Howard Jarvis Taxpayers Association | * Support | Apr 27, 2015 |
| State Building and Construction Trades Council of California | ** Against | Apr 27, 2015 |
Date of Hearing: January 11, 2016
ASSEMBLY COMMITTEE ON TRANSPORTATION
Jim Frazier, Chair
ABPCA Bill Id:AB 397
Author:(Mathis) – As Amended Ver:April 14, 2015
FOR VOTE ONLY
SUBJECT: Bonds: transportation: water projects
SUMMARY: Prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of water capital projects. Specifically, this bill:
- Prohibits the sale of any additional bonds for high-speed rail purposes pursuant to the Safe, Reliable High-Speed Passenger Train Bond Act for the 21st Century.
- Exempts from the above prohibition an existing appropriation for high-speed rail in the Budget Act of 2012 for early improvement projects in the Phase 1 blended system.
- Requires the unspent proceeds from any outstanding bonds issued and sold for any other high-speed rail purpose to be redirected, upon appropriation, for use in retiring the debt incurred from the issuance and sale of those outstanding bonds.
- Authorizes the remaining unissued bonds from the high-speed rail bond act to be issued and sold, with the proceeds to be made available, upon appropriation, to fund construction of water capital projects, including the construction of desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
- Leaves in place the authorization under the high-speed rail bond act for the issuance and sale of $950 million in bonds for rail purposes other than high-speed rail.
- Requires voter approval at the next statewide election for these provisions to become effective.
EXISTING LAW:
- Establishes the California High-Speed Rail Authority (Authority) and vests with it the responsibility to develop and implement a high-speed rail system in California.
- Authorizes the sale of $9 billion in general obligation bonds to partially fund the development and construction of the high-speed rail system.
- Authorizes the expenditure of an additional $950 million in general obligation bonds for capital projects on other passenger rail lines to provide connectivity to the high-speed rail system, as well as for capacity enhancements and safety improvements to those lines.
FISCAL EFFECT: According to the Authority, $705 million in Proposition 1A bonds had been issued as of Spring, 2015. Of that total, $400 million (of $9 billion) had been issued for the high-speed rail project and $305 million (of $950 million) had been issued for connectivity projects.
COMMENTS: In 2008, voters approved Proposition 1A, the Safe, Reliable High-Speed Passenger Train Bond Act, a $9.95 billion general obligation bond to fund the proposed California high-speed rail project and related improvements. As envisioned at the time of the ballot measure, the project was to consist of an 800-mile dedicated high-speed passenger rail system capable of speeds up to 220 miles per hour, initially serving San Francisco through the Central Valley into Los Angeles and Orange County (Phase 1) with service eventually extended to Sacramento, the Inland Empire, and San Diego.
When voters approved the bonds in 2008, the Authority estimated the cost for the entire project to be $45 billion, to be paid by a mix of state bonds, federal grants, and private investments. Since then, estimated costs for the project have risen markedly. The Authority's most recent business plan estimates costs for just Phase 1 to be $68 billion using a "blended approach" -relying in part on existing tracks - rather than a fully built-out system of dedicated rail lines. Furthermore, federal contributions to date have been limited to $3.3 billion and there have been no private investments.
In 2012, the Legislature passed and the Governor signed SB 1029 (Committee on Budget and Fiscal Review), Chapter 152, Statutes of 2012, to appropriate $8 billion ($4.7 billion in Proposition 1A bond funds and $3.3 billion in federal funds) to the Authority to initiate construction of the high-speed rail project. This amount included $1.1 billion of Proposition 1A bond funding for bookend projects on the San Francisco Peninsula and in the Los Angeles Basin. Additionally, last year's Budget allocated $250 million in cap-and-trade revenues to high-speed rail for the 2014-15 fiscal year and dedicated 25% of all cap-and-trade revenues to the project on an ongoing basis.
This bill proposes to ask voters to redirect roughly $8 billion in bond capacity away from high-speed rail and towards the construction of water capital projects, such as desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
Committee concerns: While there is no doubt that the state is facing tremendous challenges related to water, it is not clear why the funding for additional water infrastructure needs to come at the expense of the high-speed rail project. California needs both a modern water system and modern transportation system. While the funding hurdles facing high-speed rail are daunting, the project is proceeding and its unsteady beginning is not without precedent among mega-projects. The project may not be progressing as smoothly as hoped, but it is progressing and is better off today than it was three years ago when the Legislature committed to the project. Stopping the project now by redirecting the bonds will cause hundreds of millions of dollars of work and study to be wasted. Instead, the Legislature should redouble its resolve to the project and thereby improve the likelihood of its success in luring federal and private investors.
AB 397 was heard by this committee on April 27, 2015, and failed passage. The author requested reconsideration which was granted by unanimous consent. The author has requested reconsideration of the bill as amended April 14, 2015.
Related legislation: AB 6 (Wilk) prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of school facilities for K-12 and higher education. AB 6 failed passage in this committee on April 20, 2015.
AB 1087 (Grove) provides that the cap-and-trade funds that have been continuously appropriated to high-speed rail are for specified components of the initial operating segment and Phase 1 blended system, as described in the Authority's 2012 business plan. AB 1087 failed passage in this committee on April 20, 2015.
AB 1138 (Patterson) prohibits the Authority, or the State Public Works Board acting on behalf of the Authority, from commencing an eminent domain proceeding to acquire property for the high-speed rail system unless it identifies the sources of all funds to be invested in the segment of the system the property is needed for and certifies that it has completed all project-level environmental clearances necessary to proceed to construction. AB 1138 failed passage in this committee on April 20, 2015.
Previous legislation: This bill is the latest in a string of bills aimed at reducing the amount of authorized indebtedness for high-speed rail. Other similar bills have included:
- AB 2650 (Conway) of 2014, failed passage in this committee;
- AB 1501 (Patterson) of 2014, failed passage in this committee;
- SB 901 (Vidak) of 2014, failed passage in the Senate Transportation and Housing Committee;
- AB 842 (Donnelly) of 2013, failed passage in this committee;
- AB 1455 (Harkey) of 2012, failed passage in this committee;
- SB 22 (LaMalfa) of 2012, failed passage in the Senate Transportation and Housing Committee;
- AB 76 (Harkey) of 2011, failed passage in this committee; and
- AB 2121 (Harkey) of 2010, died in the Senate Rules Committee.
REGISTERED SUPPORT / OPPOSITION:
Support
None on file
Opposition
Sierra Club California
State Building and construction Trades Council of California
Analysis Prepared by: Victoria Alvarez / TRANS. / (916) 319-2093
AB 397
Page 3
Date of Hearing: April 27, 2015
ASSEMBLY COMMITTEE ON TRANSPORTATION
Jim Frazier, Chair
AB 397
(Mathis) – As Amended April 14, 2015
SUBJECT: Bonds: transportation: water projects
SUMMARY: Prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of water capital projects. Specifically, this bill:
Prohibits the sale of any additional bonds for high-speed rail purposes pursuant to the Safe, Reliable High-Speed Passenger Train Bond Act for the 21st Century.
Exempts from the above prohibition an existing appropriation for high-speed rail in the Budget Act of 2012 for early improvement projects in the Phase 1 blended system.
Requires the unspent proceeds from any outstanding bonds issued and sold for any other high-speed rail purpose to be redirected, upon appropriation, for use in retiring the debt incurred from the issuance and sale of those outstanding bonds.
Authorizes the remaining unissued bonds from the high-speed rail bond act to be issued and sold, with the proceeds to be made available, upon appropriation, to fund construction of water capital projects, including the construction of desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
Leaves in place the authorization under the high-speed rail bond act for the issuance and sale of $950 million in bonds for rail purposes other than high-speed rail.
Requires voter approval at the next statewide election for these provisions to become effective.
EXISTING LAW:
Establishes the California High-Speed Rail Authority (Authority) and vests with it the responsibility to develop and implement a high-speed rail system in California.
Authorizes the sale of $9 billion in general obligation bonds to partially fund the development and construction of the high-speed rail system.
Authorizes the expenditure of an additional $950 million in general obligation bonds for capital projects on other passenger rail lines to provide connectivity to the high-speed rail system, as well as for capacity enhancements and safety improvements to those lines.
FISCAL EFFECT: According to the Authority, $705 million in Proposition 1A bonds have been issued to date. Of that total, $400 million (of $9 billion) have been issued for the high-speed rail project and $305 million (of $950 million) have been issued for connectivity projects.
COMMENTS: In 2008, voters approved Proposition 1A, the Safe, Reliable High-Speed Passenger Train Bond Act, a $9.95 billion general obligation bond to fund the proposed California high-speed rail project and related improvements. As envisioned at the time of the ballot measure, the project was to consist of an 800-mile dedicated high-speed passenger rail system capable of speeds up to 220 miles per hour, initially serving San Francisco through the Central Valley into Los Angeles and Orange County (Phase 1) with service eventually extended to Sacramento, the Inland Empire, and San Diego.
When voters approved the bonds in 2008, the Authority estimated the cost for the entire project to be $45 billion, to be paid by a mix of state bonds, federal grants, and private investments. Since then, estimated costs for the project have risen markedly. The Authority's most recent business plan estimates costs for just Phase 1 to be $68 billion using a "blended approach" -relying in part on existing tracks - rather than a fully built-out system of dedicated rail lines. Furthermore, federal contributions to date have been limited to $3.3 billion and there have been no private investments.
In 2012, the Legislature passed and the Governor signed SB 1029 (Committee on Budget and Fiscal Review), Chapter 152, Statutes of 2012, to appropriate $8 billion ($4.7 billion in Proposition 1A bond funds and $3.3 billion in federal funds) to the Authority to initiate construction of the high-speed rail project. This amount included $1.1 billion of Proposition 1A bond funding for bookend projects on the San Francisco Peninsula and in the Los Angeles Basin. Additionally, last year's Budget allocated $250 million in cap-and-trade revenues to high-speed rail for the 2014-15 fiscal year and dedicated 25% of all cap-and-trade revenues to the project on an ongoing basis.
This bill proposes to ask voters to redirect roughly $8 billion in bond capacity away from high-speed rail and towards the construction of water capital projects, such as desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
Committee concerns: While there is no doubt that the state is facing tremendous challenges related to water, it is not clear why the funding for additional water infrastructure needs to come at the expense of the high-speed rail project. California needs both a modern water system and modern transportation system. While the funding hurdles facing high-speed rail are daunting, the project is proceeding and its unsteady beginning is not without precedent among mega-projects. The project may not be progressing as smoothly as hoped, but it is progressing and is better off today than it was three years ago when the Legislature committed to the project. Stopping the project now by redirecting the bonds will cause hundreds of millions of dollars of work and study to be wasted. Instead, the Legislature should redouble its resolve to the project and thereby improve the likelihood of its success in luring federal and private investors.
Related legislation: AB 6 (Wilk) prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of school facilities for K-12 and higher education. AB 6 is set for hearing in this committee on April 20, 2015.
AB 1087 (Grove) provides that the cap-and-trade funds that have been continuously appropriated to high-speed rail are for specified components of the initial operating segment and Phase 1 blended system, as described in the Authority's 2012 business plan. AB 1087 is set for hearing in this committee on April 20, 2015.
AB 1138 (Patterson) prohibits the Authority, or the State Public Works Board acting on behalf of the Authority, from commencing an eminent domain proceeding to acquire property for the high-speed rail system unless it identifies the sources of all funds to be invested in the segment of the system the property is needed for and certifies that it has completed all project-level environmental clearances necessary to proceed to construction. AB 1138 is set for hearing in this committee on April 20, 2015.
Previous legislation: This bill is the latest in a string of bills aimed at reducing the amount of authorized indebtedness for high-speed rail. Other similar bills have included:
AB 2650 (Conway) of 2014, which failed passage in this committee;
AB 1501 (Patterson) of 2014, which failed passage in this committee;
SB 901 (Vidak) of 2014, which failed passage in the Senate Transportation and Housing Committee;
AB 842 (Donnelly) of 2013, which failed passage in this committee;
AB 1455 (Harkey) of 2012, which failed passage in this committee;
SB 22 (LaMalfa) of 2012, which failed passage in the Senate Transportation and Housing Committee;
AB 76 (Harkey) of 2011, which failed passage in this committee; and
AB 2121 (Harkey) of 2010, which died in the Senate Rules Committee.
REGISTERED SUPPORT / OPPOSITION:
Support
None on file
Opposition
State Building and construction Trades Council of California
Analysis Prepared by: Anya Lawler / TRANS. / (916) 319-2093
AB 397
Page 3
Date of Hearing: April 20, 2015
ASSEMBLY COMMITTEE ON TRANSPORTATION
Jim Frazier, Chair
AB 397
(Mathis) – As Amended April 14, 2015
SUBJECT: Bonds: transportation: water projects
SUMMARY: Prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of water capital projects. Specifically, this bill:
Prohibits the sale of any additional bonds for high-speed rail purposes pursuant to the Safe, Reliable High-Speed Passenger Train Bond Act for the 21st Century.
Exempts from the above prohibition an existing appropriation for high-speed rail in the Budget Act of 2012 for early improvement projects in the Phase 1 blended system.
Requires the unspent proceeds from any outstanding bonds issued and sold for any other high-speed rail purpose to be redirected, upon appropriation, for use in retiring the debt incurred from the issuance and sale of those outstanding bonds.
Authorizes the remaining unissued bonds from the high-speed rail bond act to be issued and sold, with the proceeds to be made available, upon appropriation, to fund construction of water capital projects, including the construction of desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
Leaves in place the authorization under the high-speed rail bond act for the issuance and sale of $950 million in bonds for rail purposes other than high-speed rail.
Requires voter approval at the next statewide election for these provisions to become effective.
EXISTING LAW:
Establishes the California High-Speed Rail Authority (Authority) and vests with it the responsibility to develop and implement a high-speed rail system in California.
Authorizes the sale of $9 billion in general obligation bonds to partially fund the development and construction of the high-speed rail system.
Authorizes the expenditure of an additional $950 million in general obligation bonds for capital projects on other passenger rail lines to provide connectivity to the high-speed rail system, as well as for capacity enhancements and safety improvements to those lines.
FISCAL EFFECT: According to the Authority, $705 million in Proposition 1A bonds have been issued to date. Of that total, $400 million (of $9 billion) have been issued for the high-speed rail project and $305 million (of $950 million) have been issued for connectivity projects.
COMMENTS: In 2008, voters approved Proposition 1A, the Safe, Reliable High-Speed Passenger Train Bond Act, a $9.95 billion general obligation bond to fund the proposed California high-speed rail project and related improvements. As envisioned at the time of the ballot measure, the project was to consist of an 800-mile dedicated high-speed passenger rail system capable of speeds up to 220 miles per hour, initially serving San Francisco through the Central Valley into Los Angeles and Orange County (Phase 1) with service eventually extended to Sacramento, the Inland Empire, and San Diego.
When voters approved the bonds in 2008, the Authority estimated the cost for the entire project to be $45 billion, to be paid by a mix of state bonds, federal grants, and private investments. Since then, estimated costs for the project have risen markedly. The Authority's most recent business plan estimates costs for just Phase 1 to be $68 billion using a "blended approach" -relying in part on existing tracks - rather than a fully built-out system of dedicated rail lines. Furthermore, federal contributions to date have been limited to $3.3 billion and there have been no private investments.
In 2012, the Legislature passed and the Governor signed SB 1029 (Committee on Budget and Fiscal Review), Chapter 152, Statutes of 2012, to appropriate $8 billion ($4.7 billion in Proposition 1A bond funds and $3.3 billion in federal funds) to the Authority to initiate construction of the high-speed rail project. This amount included $1.1 billion of Proposition 1A bond funding for bookend projects on the San Francisco Peninsula and in the Los Angeles Basin. Additionally, last year's Budget allocated $250 million in cap-and-trade revenues to high-speed rail for the 2014-15 fiscal year and dedicated 25% of all cap-and-trade revenues to the project on an ongoing basis.
This bill proposes to ask voters to redirect roughly $8 billion in bond capacity away from high-speed rail and towards the construction of water capital projects, such as desalination facilities, wastewater treatment and recycling facilities, reservoirs, water conveyance infrastructure, and aquifer recharge.
Committee concerns: While there is no doubt that the state is facing tremendous challenges related to water, it is not clear why the funding for additional water infrastructure needs to come at the expense of the high-speed rail project. California needs both a modern water system and modern transportation system. While the funding hurdles facing high-speed rail are daunting, the project is proceeding and its unsteady beginning is not without precedent among mega-projects. The project may not be progressing as smoothly as hoped, but it is progressing and is better off today than it was three years ago when the Legislature committed to the project. Stopping the project now by redirecting the bonds will cause hundreds of millions of dollars of work and study to be wasted. Instead, the Legislature should redouble its resolve to the project and thereby improve the likelihood of its success in luring federal and private investors.
Related legislation: AB 6 (Wilk) prohibits the sale of any additional bonds for high-speed rail and redirects the remaining bonding authority to fund the construction of school facilities for K-12 and higher education. AB 6 is set for hearing in this committee on April 20, 2015.
AB 1087 (Grove) provides that the cap-and-trade funds that have been continuously appropriated to high-speed rail are for specified components of the initial operating segment and Phase 1 blended system, as described in the Authority's 2012 business plan. AB 1087 is set for hearing in this committee on April 20, 2015.
AB 1138 (Patterson) prohibits the Authority, or the State Public Works Board acting on behalf of the Authority, from commencing an eminent domain proceeding to acquire property for the high-speed rail system unless it identifies the sources of all funds to be invested in the segment of the system the property is needed for and certifies that it has completed all project-level environmental clearances necessary to proceed to construction. AB 1138 is set for hearing in this committee on April 20, 2015.
Previous legislation: This bill is the latest in a string of bills aimed at reducing the amount of authorized indebtedness for high-speed rail. Other similar bills have included:
AB 2650 (Conway) of 2014, which failed passage in this committee;
AB 1501 (Patterson) of 2014, which failed passage in this committee;
SB 901 (Vidak) of 2014, which failed passage in the Senate Transportation and Housing Committee;
AB 842 (Donnelly) of 2013, which failed passage in this committee;
AB 1455 (Harkey) of 2012, which failed passage in this committee;
SB 22 (LaMalfa) of 2012, which failed passage in the Senate Transportation and Housing Committee;
AB 76 (Harkey) of 2011, which failed passage in this committee; and
AB 2121 (Harkey) of 2010, which died in the Senate Rules Committee.
REGISTERED SUPPORT / OPPOSITION:
Support
None on file
Opposition
None on file
Analysis Prepared by: Anya Lawler / TRANS. / (916) 319-2093
Discussed in Hearing
12MIN
Assembly Standing Committee on Transportation
Bill Author
Bill Co-Author(s):