用於交通項目的銷售稅

L 用於交通項目的銷售稅

市府是否應繼續徵收半美分的銷售稅至2053年，估計每年可產生1億至2.36億美元的收入，用於支付新的30年支出計劃中所述的交通項目，允許交通局發行高達19.1億美元的債券來支付這些項目，並增加交通局在未來四年的每年可支出的總金額？

摘要由選票簡釋委員會撰寫

現況：根據選民在2003年11月4日選舉批准的30年交通支出計劃，本市課徵收半美分的銷售稅，用於支付交通項目。該稅將於2034年3月31日到期。

三藩市縣交通局（下稱交通局）負責監督這些銷售稅收入的使用。交通局可能發行高達18.8億美元的債券，由稅收中償還。

州法律限制交通局每年可以支出的收入，包括稅收。州法律授權三藩市選民批准增加這個限額，為期最多四年。

建議：提案L將繼續徵收半美分銷售稅至2053年。

提案L將用一個新的30年計劃取代目前的交通支出計劃。新計劃將從2023年開始，持續到2053年。在完成任何必須的環境審查後，新計劃將資助：

• 街道維修和改善、行人安全、自行車設施，以及交通標誌和信號；

• 對Muni、灣區捷運（BART）和加州火車（Caltrain）的維修和改善；

• 加州火車市中心鐵路延伸至Salesforce公交中心；

• 建造灣景區加州火車站（Bayview Caltrain）和Mission Bay渡輪碼頭；

• 支援長者和殘障人士的輔助交通服務；

• 社區性項目，包括那些在服務不足的社區和弱勢人群地區的項目；以及

• 改善高速公路安全的項目。

根據提案L，交通局可以發行高達19.1億美元的債券來支付這些項目。這些債券將由銷售稅收入償還。

提案L將提高交通局由州法律規定的支出限額，為期四年。

投「贊成」票的意思是：如果您投「贊成」票，即表示您希望繼續徵0.5%的銷售稅至2053年，用於支付新的30年支出計劃中所述的交通項目，允許交通局發行高達19.1億美元的債券來支付這些項目，並增加交通局在未來四年的每年可支出的總金額。

投「反對」票的意思是：如果您投「反對」票，即表示您反對進行這些變更。

市主計官對提案「L」的意見書

市主計官Ben Rosenfield就提案L對本市財政的影響發表以下聲明：

在我看來，如果建議的創制法令獲得選民通過，每年將產生約1億美元的稅收，到2052-2053財政年度將增加到每年約2.36億美元。

創制法令將繼續以目前0.5%的稅率徵收現有的銷售稅，為期30年，並授權交通局發行高達19.1億美元的債券，以稅收償還。

這項稅收將為2022年交通支出計劃下的交通改善提供資金，包括交通項目、交通維修、輔助交通服務、自行車和行人道路的改善、減少堵塞項目和其他改善。

如果創制法令未獲通過，0.5%的銷售稅率將根據2003 年的授權持續到2034年3月31日，除非未來採取行動，通過一個新的或更新的繼續徵稅以提供資金作為交通支出計劃。如果創制法令未獲通過，2022年的交通支出計劃將沒有資金。

提案「L」如何被列入選票

2022年7月19日，市議會以11票對0票通過將提案L列入選票。市議員的投票情況如下：

贊成：Chan、Dorsey、Mandelman、Mar、Melgar、 Peskin、Preston、Ronen、Safai、Stefani、Walton。

反對：無。

本提案需要有66⅔%的贊成票才能獲得通過。

贊成提案 L 的論據

在不增稅的情況下獲得更好的道路和公共交通，請投票贊成提案L。

提案L是關於保持三藩市的流動。我們需要更順暢、更安全的街道，準時、可靠的公共交通，以及開車以外的選擇，去減少導致全球暖化的排放。

這對我們的經濟復甦也至關重要，它使勞工回到市中心，創造建築業的工作，並加強光顧小企業。

30年來，交通銷售稅的收入改善了我們的街道和公交系統，並帶動了數十億美元的州和聯邦配套資金。

投票贊成提案L，將幫助三藩市繼續：

• 修復和重建我們的道路和人行道，使所有出行者的交通更安全、更方便；

• 透過舒緩交通、劃定行人橫道和提升交通信號來改善行人安全；

• 為Muni提供快速和可靠的公車，並使Muni、灣區捷運（BART）和加州火車（Caltrain）現代化；

• 加強對長者和殘障人士的輔助交通服務；

• 從州和聯邦交通／基礎建設資金中帶來數十億的配套資金；以及

• 透過電氣化公交系統，以及改善交通、步行和自行車路線來對抗全球暖化。

為了確保資金公平地用於三藩市的每一個社區，支出計劃由一個由全市社區成員組成的聯盟制定。

提案L得到急救人員，他們依靠維護良好的街道來拯救生命，Muni、灣區捷運和加州火車的乘客、自行車騎士、Muni司機以及行人安全、長者和殘障人士倡導者的支持。

請加入我們的行列。投票贊成提案L。

市長London Breed

市議員Rafael Mandelman，三藩市縣交通局主席

三藩市民主黨

消防員工會本地798分會

三藩市大眾運輸工具搭乘者

三藩市自行車聯盟

漫步三藩市

長者和殘障人士行動

三藩市勞工理事會

三藩市建築行業理事會

TWU本地250A分會（Muni司機）

三藩市商會

Sierra Club協會

www.keepsfmoving.com

反駁贊成提案 L 的論據

投票反對提案L......

在30年內徵收32億美元的累退銷售稅，是三藩市歷史上向窮人和長者徵稅的最大的稅收提案之一。

半美分的銷售稅持續到2033年：還有10年。交通資金來源是長期又穩固的。

三藩市會有一天會享受較低的銷售稅嗎？

三藩市縣交通局的局長說三藩市已經「落後」了，因為我們還沒有把銷售稅加倍！選民有發言權嗎？

提案L的第一個大項目是連接市中心和洛杉磯的「高速鐵路」。一項疫情後的計劃？

沒有資金用來保護乘客安全、防止暴力或仇恨犯罪。

由於三藩市縣交通局的失敗政策，三藩市深受其害。整個社區處於危險之中。雙峰大道被割裂為兩半。 Mt. Sutro，犯罪猖獗。慢車道使周圍的道路不堪重負。

把錢扔在複雜的問題上——市政廳在疫情前的標準操作程序。一切都沒有改變。

提案L意味著更糟糕的服務，更昂貴的許可證，更高的票價。公車的運行速度逐年減慢。由於行政上的無能和優先次序的錯配，導致項目成本急劇上升。

看看華埠中央地鐵、雙峰隧道的修復，以及其他由銷售稅資助的災難性項目！

選民剛剛否決了提案A（四億美元的MUNI債券）。

市政廳沒有聽從！

撕毀2019年的計劃。從新計劃過。

做三藩市最擅長的事情：

在疫情後的大眾運輸方面帶領國家！

成為一個創新、財政上負責的交通模式，以滿足三藩市今天的需要。

Larry Marso，

George Wooding

以及三藩市街坊聯盟

請瀏覽slowtaxes.com

反對提案 L 的論據

投票反對提案L......

這不應該出現在選票上。

我們的半美分銷售稅將持續到2033年：還有10年。交通資金來源是長期又穩固的。

為什麼要提前續稅？新的優先事項？不，根據主計長的說法，市府明年可以將銷售稅用於新的項目，無需選民批准。

原因是什麼？要借更多的錢。現在，三藩市交通局只能用未來10年的銷售稅進行抵押借款。去年，銷售稅籌集了8,500萬美元，但是債務膨脹到了5.6億美元。支出已經失去控制，三藩市交通局已經刷爆了它的信用卡。

提案L授權再借19.1億美元。財政的瘋狂！三藩市的全部債務還不到30億美元。

不增稅嗎？如果我們提高限額，繼續借貸，只支付最低費用......最終，市政府必須增稅。

選民剛剛否決了四億美元的MUNI債券。政客馬上再來，而且翻了兩番。市政廳沒有聽取選民的意見！

提案L延續了巨大的過度擴張、成本超支和失敗的模式，導致交通慘敗。

這是一種累退稅，在經濟衰退和街頭掙扎的時候，折磨收入最低的三藩市人。

「聯邦撥款」是虛假的行銷宣傳。在2003年，他們說「每1美元有5美元！」現在則是荒唐的「9美元」。當時失敗了，以後還會失敗。5,500億美元的聯邦基礎設施法案並沒有根據通貨膨脹調整。到目前為止，沒有一個三藩市的項目被選中。新一屆國會即將召開。

向市政廳傳達訊息：適應並重設公交，以適應疫情後的居家工作、通勤、乘車和觀光人數的減少。

1/3的選民就可以打敗這項提案。

Larry Marso，

George Wooding

以及三藩市街坊聯盟

反駁反對提案 L 的論據

提案L是關於修復道路，改善行人安全，保持三藩市的發展。然而，反對者似乎更希望三藩市的發展戛然而止。

反對者說，我們應該等待10年之後再改善我們的道路和交通。他們的拖延將使更多行人面臨生命危險。它將嚴重削減輔助交通服務，並使三藩市在聯邦和州的配套資金中損失數十億美元。

反對者拋出了很多大數字，但事實是這樣的：

• 等待10年才通過提案L，可能導致三藩市失去數十億美元的聯邦配套資金，迫使納稅人付更多錢。

• 提案L並不增稅。它延長了由選民首次在1989年和2003年再次批准的半分銷售稅，這對改善我們的交通系統至關重要。

• 提案L在財政上是負責任的。借款只佔授權金額的13%。提案L只增加了1.6%的債券授權，而不是反對者聲稱的數十億。

提案L是由來自城市各個角落的三藩市人組成的多元化團體撰寫的，確保每個社區（東、南、西、北）都能受益於更好的道路和更安全、更高效的交通。

請與我們一起推動三藩市的發展，而不是倒退。投票贊成提案L！

市議員Rafael Mandelman，三藩市縣交通局主席

三藩市民主黨

消防員工會本地798分會

三藩市大眾運輸工具搭乘者

三藩市自行車同盟

漫步三藩市

長者和殘障人士行動

三藩市勞工理事會

三藩市建築行業理事會

TWU本地250A分會（Muni司機）

三藩市商會

三藩市環保選民聯盟

Sierra Club協會

贊成提案 L 的付費論據

贊成提案L的付費論據

大眾運輸工具搭乘者：贊成提案L將改善Muni、BART和Caltrain。

成千上萬的三藩市人依靠我們的大眾運輸工具網路去上班、上學、探望親人和享受城市生活。我們需要維護和加強BART、Muni和Caltrain，改善我們城市快速、可靠的公車和火車網。提案L將增加對輔助客運的資助，使那些最依賴大眾運輸的人受益。它將利用數十億美元的聯邦和州資金，包括將Caltrain延伸到三藩市中心。我們必須投資於交通，以實現我們的氣候、公平和經濟復甦目標。

請和我們一起投票贊成提案「L」！

三藩市大眾運輸工具搭乘者

Raina Christeson，K Ingleside搭乘者

Nick Levi，N Judah搭乘者

Christian Jones，T Third Street搭乘者

Thea Selby，7 Haight/Noriega搭乘者

Joy Zhan，8 Bayshore搭乘者

Anne Yamamoto，14R Mission搭乘者

Calvin Quick，21 Hayes搭乘者

Vanessa Pimentel，24 Divisadero搭乘者

Gail Gilman，30 Stockton搭乘者

Nancy Harrison，33 Ashbury/18th Street搭乘者

Zahra Hajee，38R Geary搭乘者

Greg Long，43 Masonic搭乘者

Eric Kingsbury，45 Union/Stockton搭乘者

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。向委員會提供資金的真正來源的三大貢獻者是：1. Operating Engineers Local Union No. 3 Issues Advocacy，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

老年人和殘障宣導者大力要求贊成提案L。

提案L資助極為重要的行人安全和無障礙設施的改善，包括人行道路邊坡道、行人聲音倒計時號誌，以及升級和新建BART和Muni電梯/扶梯。提案L也包括為三藩市不斷增加的老年人和殘障人口增加輔助客運資金。這將透過資助輔助客運班車和使用Muni必要行程儲值卡搭乘計程車，促進更大的無障礙和獨立性。

請加入我們的行列，為三藩市的老年人和殘障人士延續這個重要的資金來源。

老年人和殘障人士行動組織

安老自助處總裁兼執行長Anni Chung*

社區居住倡導組織

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是：1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

消防員支持提案L以便減少擁堵，改善道路，拯救生命。

我們的街道正在改善，但需要持續維修，而且由於太多交通號誌不足或損壞，道路又開始擁堵。行人、自行車騎士和駕駛人都面臨了更大的受傷風險，應急服務的快速反應能力也面臨挑戰。提案L將修復三藩市的道路，為應急車輛提供優先權，更換過時的號誌，以及拯救生命。

提案L不會增稅，只是延長我們目前的銷售稅，並提供關鍵資金。

消防員工會本地798分會

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

為了改善道路和公交，三藩市民主黨和民主黨當選領導人贊成提案L。

如果提案L通過，我們可以幫助鄰居和家庭在上學、工作和獲得基本服務的路上更安全、更方便，同時應對氣候變化並創造高薪的建築工作。提案L將升級我們的道路和公共交通基礎設施，增加我們從州政府和聯邦政府獲得高達150億美元配套資金的機會。提案L在不增稅的情況下使我們的城市受益，並在透明、年度審計和監督下進行管理。

我們迫切需要在今年11月通過提案L。以佩洛西議長為首的華盛頓特區民選官員一直在為三藩市爭取，但是我們必須在今年11月投票贊成提案L，以便最大限度提高我們的競爭力，獲得我們需要和應得的基礎設施撥款。

更好的公交，沒有新稅，請投票贊成提案L。

三藩市民主黨

Scott Wiener，加州參議員

Phil Ting，州眾議員AD19

Matt Haney，州眾議員AD17

Shamann Walton，市議會主席

Catherine Stefani，第2選區市議員

Aaron Peskin，第3選區市議員

Gordon Mar，第4選區市議員

Dean Preston，第5選區市議員

Matt Dorsey，第6選區市議員

Myrna Melgar，第7選區市議員

Rafael Mandelman，第8選區市議員

Hillary Ronen，第9選區市議員

Ahsha Safai，第11選區市議員

Honey Mahogany，三藩市民主黨主席

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是：1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。5

贊成提案L的付費論據

Muni和輔助客運經營商支持提案L，以改善道路狀況和實現更安全、更可靠的交通。

Muni經營商支持提案L投資更暢通的街道、號誌升級和新的運輸車隊以及保存和維修設施，使我們能夠向公眾提供更快、更可靠的服務。提案L也有助於使我們的公車隊電氣化，並提高Muni為必要工作者和所有乘客提供服務的能力。

輔助客運經營商支持這項提案，因為它提高了資助輔助客運班車服務以及使用Muni必要行程儲值卡搭乘計程車的資金。

請幫助我們為公交乘客提供服務，投票贊成提案L！

交通運輸工人工會250A分會（Muni經營商）

卡車司機工會665地方分會（輔助客運經營商）

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

三藩市勞工委員會和勞動人民支持提案L。

在未來30年，提案L將在建築、維修和輔助客運營運方面創造或維持數十萬個工會高薪工作。從公路和橋樑的重建，到Caltrain市中心沿長線和其他下一代交通和高速公路專案的建設，我們有機會實現交通、氣候和公平目標，同時支持本市的復甦和勞動就業。這些基礎設施工作將維持我們城市的經濟，並幫助人們在三藩市安居樂業。

投票贊成提案L - 這是工作者、道路和公交的勝利！

三藩市勞工理事會

三藩市建築行業理事會

操作工程師工會3號分會

卡車司機工會665地方分會

交通運輸工人工會250A分會

ILWU NCDC

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

投票贊成提案L，以獲得我們發展本市經濟所需的更好道路和公交。

我們的市中心和商業走廊是三藩市經濟的支柱，我們必須共同努力從疫情中恢復。提案L的投資將幫助我們贏回人流、遊客和商務出差者，使街道更順暢，交通號誌系統互相連通，升級街道景觀，修建新的Muni和BART電梯和自動扶梯，清潔渡輪和碼頭，並修建連接三藩市與半島、南灣和其他地區的嶄新Caltrain市中心鐵路延長線。

三藩市商會

灣區理事會

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

讓我們為三藩市更美好的未來投資 — 請投票贊成提案L。

提案L是對我們城市未來的一項重要投資，也是一個無與倫比的機會，可以利用數十億的州和聯邦撥款來建設一個更宜居、公平和可持續的三藩市。

提案L涉及許多方面，包括：

• 為公交乘客、行人、自行車騎士和駕駛人提供更安全、更順暢的街道。

• 優先考慮公平優先社區的街道安全專案。

• 增加Muni、BART和Caltrain的可靠性和頻率。

• 增加對老年人和殘障人士輔助客運服務的資金。

• 提高基礎設施的復原力和公交車隊的電氣化。

大部分投資用於公交，使低收入的三藩市人受益最大。提案L也幫助資助重大資本專案，如Caltrain市中心鐵路延長線，將把城市和區域交通網絡連接起來，包括高速鐵路。將對資金分配進行年度審計，SFCTA董事會將進行監督，並幫助將資金用於每個社區的優先專案。

三藩市城市規劃與研究協會 (SPUR)

宜居城市

TransForm

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

為了行人安全，請投票贊成提案L。

我們代表每一個在三藩市行走的人，敦促您為了我們在街上的安全，投票贊成提案L。

在三藩市，平均每15個小時就有一個人因交通事故受傷而被送到醫院。我們的城市需要盡力防止這些車禍，而真正的解決方案需要持續、充足的資金。

通過提案L並延長本市的交通銷售稅，意味著行人安全專案的資金來源將會持續。有幾十英里的危險街道等待改善，以保護人們過馬路和減少致命超速現象。提案L能實現這些改善以及幫助孩子安全上學的專案，這就是為什麼您的投票如此重要。

提案L將為經過驗證的方案提供急需、救命的資金，使街道對每個人都更安全，特別是我們的孩子和老人。

漫步三藩市

Eric Rozell，Tenderloin街道安全特別小組*

Nancy Harrison，車禍倖存者和行人安全活動家

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

三藩市自行車聯盟：「投票贊成L！」

50多年來，自行車聯盟一直在為更宜居和安全的街道而奮鬥，使更多的三藩市人能夠安全騎車穿越我們美麗的城市。讓三藩市人能夠安全、輕鬆地騎自行車，對我們的城市、我們的健康和我們的地球都有好處。提案L包括1.87億美元的新資金，用於更安全和完整的街道，包括受保護的自行車道、完全隔離的自行車道和更新的自行車交通號誌。如果您騎自行車，或是希望在三藩市有更好的自行車和滑板車設施，請投票贊成提案L。

三藩市自行車同盟

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

Sierra Club協會和三藩市保護選民聯盟投票贊成提案L，這是對抗氣候變化的一個重要工具。

三藩市超過40%的全球暖化排放來自於車輛。我們可以透過更好的出行選擇、公交車隊的電氣化和零排放的渡輪來實現我們的氣候目標。我們需要一個強大的公共交通系統，一個安全和受保護的自行車網路，以及更多適合步行的社區，使每個三藩市人都能獲得更環保的交通選擇。提案L為更永續的未來投資數十億美元！

請和我們一起投票贊成提案L。

三藩市環保選民聯盟

Sierra Club協會

這項論據的刊登費用的資金真正來源是： Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

三藩市的小企業支持提案L：在不徵收任何新稅的情況下，改善我們需要的道路和基礎設施。

小企業每天都需要為我們的客戶、工人和供應商提供有效率和可靠的交通服務。我們支持提案L對我們的公共交通系統、自行車基礎設施、街道和交通管理進行投資。提案L包括用於行人安全和路面維修、Muni和BART改善，以及街景和照明的資金。

商家現在比以往任何時候都更需要這些投資，請投票贊成提案L！

三藩市區商戶委員會

Earl Shaddix，第三大道經濟發展部執行主任*

Jay Beaman，風景路線社區自行車中心的老闆

Christin Evans，Alembic 和 Booksmith的老闆

Sharky Laguana，小企業委員會主席*

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

提案L對我們的道路、公交和鄰里是一個勝利。

作為社區積極分子，我們知道三藩市需要一些維護。從Inner Sunset到Dogpatch到Marina到Bernal Heights，必須填補坑洞，修理公車，更新Muni和BART車站，修建行人坡道和自行車道，更新交通號誌等等。提案L將做到所有這些，甚至更多，包括透過社區規劃和資本改善基金，這就是為什麼我們全心全意支持這項提案的原因！

Bernal Heights民主黨俱樂部

Inner Sunset公園街區組織

Yensing Sihapanya，家庭聯繫中心執行主任*

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

西區的三藩市人支持提案L在不增稅的情況下修復我們的道路，保證我們的安全。

我們的街道年久失修，對駕駛人和行人都不夠安全。我們已經徵收了30多年的半美分銷售稅，為許多必要的維修提供資金，包括：

• 19th Ave的交通號誌和行人安全改善。

• 重新鋪設15th ave、43rd ave、La Playa、Anza、Balboa、Kirkham、Portola和更多道路。

• M線的新軌道。

但是還有更多工作要做。如果不通過提案L，三藩市將錯過數十億的配套資金，而用於交通靜化和輔助客運等關鍵交通需求的資金將會耗盡。

讓我們的城市繼續前進，投票贊成提案L！

Norman Yee，前市議會主席，Westwood Park居民

Suzy Loftus，民主黨中央委員會成員，Sunset居民

Anne Yamamoto，Richmond居民

Christian Jones，Sunnyside居民

Megan McTiernan，Sunset居民

Paul Anderson，Monterey Heights居民

Raina Christeson，Westwood Park居民

Zahra Hajee，Richmond居民

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

三藩市東南區居民支持提案L：對我們社區的真正投資

Bayview、Excelsior、Hunters Point、Little Hollywood、OMI、Silver Terrace、Sunnydale和Visitacion Valley的居民有長期的交通需求。我們支持提案L，因為交通對就業和教育機會至關重要，並使我們的社區保持聯繫。

我們需要更多專案，如

• 重新鋪設Alemany、Ingalls、Industrial、Leland等地的道路。

• 改善Alemany市場/ San Bruno、Evans和Innes的行人安全。

• 改善8x路和29路公車的可靠性。

• 在Mission和Geneva更安全的公車站。

• Balboa ParkBART站的改善。

請加入我們投票贊成提案L，提供我們需要的資金而且不增稅。

Shamann Walton，市議會主席，Bayview居民

Veronica Hunnicutt博士，OMI居民

Joy Zhan，Sunnydale居民

Joyce Armstrong，公共住房住戶協會主席

Linda Fadeke Richardson，社區領袖，Bayview/India Basin居民

Maurice Rivers，OMI居民

Maggie Weis，Portola居民

Neola Gans，公共住房住戶協會財務主管

Raquel Redondiez，Excelsior居民

Theo Ellington，Bayview/Hunters Point居民

Vanessa Pimentel，Bayview居民

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

向委員會提供資金的真正來源的三大貢獻者是： 1. Operating Engineers Local Union No. 3 Issues Advocacy ，2. Northern California Carpenters Regional Council Issues PAC， 3. California Alliance。

贊成提案L的付費論據

Pacific Heights、Presidio Heights、Marina和Presidio支持提案L。擔負財政責任，對我們的道路和基礎設施至關重要。

提案L並不增稅。反之，它保持我們現有的稅率不變，同時在未來30年內釋出150億美元的州和聯邦資金，以繼續資助

• 重新鋪設Bush、California、Filbert和更多的專案。

• 升級交通號誌以減少Gough的擁堵

• Franklin快速建設專案的行人安全改善

• Lombard新的、更安全的人行穿越道

• Marina Green自行車道

如果沒有在2003年續期更好的道路和交通基金，這些專案是不可能實現的，我們必須投票贊成提案L，以修復我們的城市，讓它繼續向前發展。

第二選區民主黨俱樂部

Anne Bowers Long，Presidio Heights居民

Eric Kingsbury，Marina居民

Greg Long，Presidio Heights居民

Geoffrey Gordon-Creed，Presidio居民

Jean Fraser，Presidio居民

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

亞裔美國人和太平洋島民社區敦促為更安全的街道和更好的交通而贊成提案L。

本提案將重新鋪設和維修我們的道路，改善交通號誌和公車線路，讓市民更安全、更便捷地上班、上學和購物。提案L還將增加行人安全和輔助客運預算，幫助我們的老年人更容易去商店、看醫生或探親。這項提案還將為BART/Muni車站的電梯和自動扶梯提供資金，並為全市的孩子提供安全上學路線，所有這些都不需要增稅！

Phil Ting，州眾議員AD19

Gordon Mar，第4選區市議員

Janice Li，灣區捷運董事，第8選區

Alan Wong，市立大學董事

Norman Yee，前市議會主席

Sandra Lee Fewer，前第1選區市議員

Adriana Zhang，三藩市青年委員會主席*

Lydia So，歷史保護專員*

Sharon Lai，三藩市交通局委員*

Amandeep Jawa，支出計畫諮詢委員會主席

Anni Chung，安老自助處總裁兼執行長*

Mike Chen，三藩市交通局公民諮詢委員會主席*

Raquel Redondiez，菲律賓社區領袖

Sandy Mori，尊嚴基金聯盟成員*

Yensing Sihapanya，家庭聯繫中心執行主任*

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

非裔美國人社區領導人說：「贊成提案L！」

我們需要通過提案L來修復道路，保持我們的街道安全，並升級公車和鐵路系統，為我們的社區提供關鍵的交通便利。提案L不會增稅，但確實為全市的運輸和建築工人創造了良好的就業機會。這項提案的支出計畫是由真正的社區成員制定的，而不是政客，以確保資金將優先用於公平以及歷來服務不足的社區。這項提案所資助的專案，包括道路維修、交通號誌、人行穿越道和在Bayview增加一個新的Caltrain火車站，對我們社區在三藩市的發展至關重要。

請和我們一起投票贊成提案L。

Shamann Walton，市議會主席

Honey Mahogany，三藩市民主黨主席

Veronica Hunnicutt博士，Bayview Hunters Point Shipyard CAC主席*

Gwyneth Borden，三藩市交通局委員會主席*

Joyce Armstrong，公共住房租戶協會主席

Linda Fadeke Richardson，金銀島發展局副主席*

Maurice Rivers，OMI文化參與專案執行主任*

Neola Gans，公共住屋租戶協會財務主管

Theo Ellington，黑人公民*創辦人

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

提案L投資建設更好的道路和交通，為拉丁裔社區服務。

我們的社區受到Covid-19疫情的打擊最嚴重，其中許多人是第一線和必要工作者，在城市中乘坐公共交通上下班並不容易。我們需要提案L來幫助Muni和BART回到正軌，使三藩市繼續前進。

本提案提供的資金主要用於改善市中心和Mission的Muni和BART車站，以及在Bayview重新鋪設道路，在Excelsior和Visitacion Valley進行交通靜化，同時改善全市的Muni公車可靠性。我們也需要提案L的資金來幫助提高街區的行人安全和通行能力，改善老年人輔助客運和交通靜化，以及資助青少年和家庭的安全上學路線。

三藩市拉丁裔民主黨俱樂部

La Raza社區資源中心

Latino Task Force

Myrna Melgar，第7選區市議員

David Campos，加州民主黨副主席

Anabel Ibáñez，三藩市民主黨秘書長

Carolina Morales，三藩市民主黨司庫

John Avalos，前第11選區市議員

Jackie Fielder，社區組織者

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

三藩市的LGBTQ+社區知道我們需要提案L

隨著基本人權在我國各地受到威脅，三藩市應成為一個受歡迎的城市和希望燈塔，這比以往任何時候都更重要。這意味著確保我們的交通對所有人都安全、方便。

在我們支持所有旅行者獲得更好的交通和安全之際，修復和升級陳舊的道路和公共交通系統可以幫助本市恢復活力。提案L將使本市的交通系統現代化並得到改善，這將幫助三藩市的每個人，從長期居民到新來者都能更便捷地出行。提案L也投資於我們商業街道的街道美化、行人安全和照明，幫助保持我們社區的安全和活力。

Harvey Milk LGBTQ民主黨俱樂部

Scott Wiener，加州參議員

Mark Leno，前州參議員

Tom Ammiano，前州眾議員

Matt Dorsey，第6選區市議員

Rafael Mandelman，第8選區市議員

Janice Li，灣區捷運董事，第8選區

Bevan Dufty，灣區捷運董事，第9選區

David Campos，加州民主黨副主席

Honey Mahogany，三藩市民主黨主席

Peter Gallotta，三藩市民主黨副主席

Gary McCoy，Alice B. Toklas LGBTQ民主黨俱樂部共同主席*

Jackie Fielder，社區組織者

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

加入為提案L撰寫支出計畫的社區成員，並投票贊成！

從三藩市半美分銷售稅中獲得的收入是根據一項計畫來使用，這項計畫是由我們（鄰里、社區和公民領袖以及宣導者）而不是市政廳所制定。這是三藩市歷史上最草根、最包容的交通籌資過程。我們的優先事項以實現三藩市目標的公平性為中心，包括：

• 在每個社區重新鋪設道路，特別是服務不足的地區；

• 拯救行人的生命和安全、完整的街道；

• 加強公共交通和輔助客運；

• 應對氣候變化；以及

• 幫助三藩市經濟復甦。

加入我們的行列。

Amandeep Jawa，三藩市保護選民聯盟，EPAC主席

Anni Chung，老年人自助組織總裁兼執行長，* EPAC副主席

Aaron P. Leifer，第8選區代表

Calvin Quick，三藩市青年委員會代表*

Earl Shaddix，EDoT Bayview執行主任*

Eric Rozell，Tenderloin街道安全工作組*

Maurice Rivers，OMI文化參與專案

Masood Samereie，三藩市區商戶委員會會長

三藩市自行車同盟

三藩市勞工理事會

三藩市城市規劃與研究協會 (SPUR)

Sharky Laguana，小企業委員會主席*

老年人和殘障人士行動組織

漫步三藩市

Yensing Sihapanya，家庭聯繫中心執行主任*

Zack Deutsch-Gross，三藩市大眾運輸工具搭乘者

*僅供識別身份；作者以個人名義簽名，並非代表某一組織。

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

我們是支持住房的宣導者，體認一個擁有大量住房的繁榮和宜居城市需要有效率、高品質的交通，使人們能夠方便、經濟和可持續地出行。提案L為Muni、BART和Caltrain提供關鍵資金，以便為所有三藩市人打造一個擁有快速和可靠公共交通的未來。提案L資助完整的街道，以促進步行、騎自行車和交通。提案L還將提供資金改善行人（尤其是老年人和兒童）過馬路的安全，以此拯救生命。

提案L重新授權一項現有提案，並不會增稅。

投票贊成提案L，以投資我們的未來，建立蓬勃的社區，拯救地球環境，並保護老年人和兒童。

SF YIMBY

YIMBY行動組織

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據

如果您搭乘BART，請投票贊成提案L。

數十萬人每天依靠BART前往三藩市和周邊地區。隨著我們從疫情中恢復，我們的車站需要投資來維護這個已有50年歷史的系統，以便滿足日客流量的需求。

在疫情期間，BART為灣區大量的低收入乘客提供服務，我們需要提案L的資金來保持BART安全，並使所有人無障礙通行。提案L將資助車站改善，如新的和升級的自動扶梯和電梯，此外還將透過列車控制、採購新車和新的保存和維修設施提高BART的核心能力。提案L將有助於BART利用數億元的地區、州和聯邦資金。

投票贊成提案L！

Janice Li，灣區捷運董事，第8選區

Bevan Dufty，灣區捷運董事，第9選區

這項論據的刊登費用的資金真正來源是：Better Roads and Transit，Yes on L。

贊成提案L的付費論據結束

反對提案 L 的付費論據

反對提案L的付費論據

請投票反對提案L。

現有的交通銷售稅將持續11年。提案L將過早地將該稅再延長30年。雖然交通基礎設施專案總是需要錢，但結果不一定總是好的。

市交通局（MTA）既傲慢又不問責。一些專案和服務的改變，如Geary、Market、Taraval和Van Ness，再加上緩慢街道計畫（Slow Streets），都不顧公眾的反對而被批准和實施。

此處的稅收計畫只資助廣泛的類別，而不是具體的專案，允許太多的自由裁量權。

市交通局也需要認真的治理改革，著重提供基本和有效的服務。

選民剛剛在六月否決了一項交通債券，這項稅收也應該被否決。

投票反對提案L。謝謝您。

David Pilpel

這項論據的刊登費用的資金真正來源是：David Pilpel。

反對提案L的付費論據

投票反對提案L - 它是一個失敗的提案！

L既代表著LOSER（失敗）！我們的市府是失敗的。他們想讓您為市政廳的錯誤而買單。

他們給這座城市帶來了至今仍未完工、超出預算、在隧道裡起火的中央地鐵。整個1.6英里的路程，都是Muni公車已經前往的地方。四年的破壞性施工，一再的啟動延遲，以及接近20億美元的稅收。而現在，他們還想要您支付更多稅款。

Muni在夜間都有許多公車在空轉。乘客稀少的公車和有軌電車充斥著犯罪和流浪漢。

難怪一般公眾都避免乘坐公車，而市政府相信為公交系統提供更多資金會使一切變得更好。

本市的「領導層」是失敗的，提案L也是如此！

法官Quentin L. Kopp（退休）

這項論據的刊登費用的資金真正來源是：San Francisco Taxpayers Association。

向委員會提供資金的真正來源的三大貢獻者是：1. Paul Scott，2. Diane Wilsey，3. S.F. Board of Realtors。

法律文本

Ordinance approving a new 2022 Transportation Expenditure Plan for the County Transportation Authority and submitting to the voters at an election to be held on November 8, 2022, an Ordinance amending the Business and Tax Regulations Code to continue in effect the existing local transactions and use tax at the existing rate of 0.5% for 30 years to fund transportation improvements under the 2022 Transportation Expenditure Plan; increasing the Transportation Authority’s appropriations limit by the amount collected under the transactions and use tax for four years from November 8, 2022; authorizing the Transportation Authority to issue limited tax bonds secured by transactions and use tax revenues; affirming the Transportation Authority’s determination under the California Environmental Quality Act; and making findings of consistency with the General Plan, and the eight priority policies of Planning Code, Section 101.1.

NOTE: Unchanged Code text and uncodified text are in plain Arial font.

Additions to Codes are in single-underline italics Times New Roman font.

Deletions to Codes are in strikethrough italics Times New Roman font.

Board amendment additions are in double-underlined Arial font.

Board amendment deletions are in strikethrough Arial font.

Asterisks (* * * *) indicate the omission of unchanged Code subsections or parts of tables.

Be it ordained by the People of the City and County of San Francisco:

Section 1. History and Background.

(a) Pursuant to California Public Utilities Code (“Public Utilities Code”) Section 131000 et seq., and as approved by the voters at the November 7, 1989 election as Proposition B, the San Francisco County Transportation Authority (“Authority”) imposed a local retail transactions and use tax (“tax”) of 0.5% for 20 years, with the revenues of the tax to be spent on projects specified in the Transportation Expenditure Plan adopted by the Authority and the issuance of up to $742,000,000 in limited tax bonds by the Authority. At the November 4, 2003 election, the voters approved Proposition K, which adopted a New Transportation Expenditure Plan that superseded Proposition B’s Transportation Expenditure Plan and authorized the Authority to issue up to an aggregate amount of $1,880,000,000 of limited tax bonds, funded by continuing the tax at the same 0.5% rate, subject to approval of future updates of the New Transportation Expenditure Plan pursuant to Public Utilities Code Section 131056.

(b) As provided in Public Utilities Code Section 131056, the Authority has prepared a new county transportation expenditure plan (“2022 Transportation Expenditure Plan”), which will supersede the New Transportation Expenditure Plan adopted as part of Proposition K in November 2003. The 2022 Transportation Expenditure Plan provides for funding of transportation projects for 30 years, and has been recommended by the Expenditure Plan Advisory Committee established by the Authority, approved by the Metropolitan Transportation Commission, and endorsed by the Authority. The Authority has recommended that the Board of Supervisors submit to the voters for approval by a two-thirds majority at the November 8, 2022 election the 2022 Transportation Expenditure Plan, the continuation of the Authority’s existing 0.5% tax to fund the 2022 Transportation Expenditure Plan, and the authority to issue limited tax bonds in an aggregate principal amount not to exceed $1,910,000,000.

(1) To continue the Authority in effect as currently constituted to impose the tax, administer the 2022 Transportation Expenditure Plan, and issue the authorized limited tax bonds at the Authority’s discretion.

(2) To continue in effect the existing tax at the existing 0.5% rate to fund the 2022 Transportation Expenditure Plan for 30 years from the operative date of the amendments to Business and Tax Regulations Code Article 14 approved by the voters at the November 8, 2022 election in accordance with the provisions of Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code and Division 12.5 (commencing with Section 131000) of the California Public Utilities Code.

(3) To implement the 2022 Transportation Expenditure Plan, which supersedes the existing New Transportation Expenditure Plan adopted as Proposition K in November 2003. The 2022 Transportation Expenditure Plan sets forth the transportation projects, programs, and other improvements to be funded with the revenues from the tax, and specifies eligibility and other conditions and criteria under which such revenues shall be made available for expenditure.

(4) To authorize the issuance from time to time of limited tax bonds not to exceed an aggregate principal amount of $1,910,000,000 to finance the projects specified in the 2022 Transportation Expenditure Plan.

(5) To increase the appropriations limit for the Authority pursuant to California Constitution Article XIIIB.

Section 2. Article 14 of the Business and Tax Regulations Code is hereby amended by revising Sections 1401, 1402, 1403, 1404, 1405, 1406, 1407,1408, 1409, 1410, 1411, 1412, 1413, 1414, 1415, 1416, 1417, 1418, and 1419, and by adding Section 1420, to read as follows:

SEC. 1401. TITLE; TAX RATE; USE OF PROCEEDS.

This ordinance(a) The tax imposed by this Article 14 shall be known as the “San Francisco County Transportation Authority Reauthorization OrdinanceTax,” and may be referred to herein as the “Tax.” which continues in effect the existing local transactions and use tax (commonly referred to as the “sales and use tax”) approved by the voters as Proposition B at the November 7, 1989 election and authorizes implementation of a New Transportation Expenditure Plan for the use of the additional revenues.

(b) The Tax is a local retail transactions and use tax of 0.5%, as provided in Sections 1406 and 1408 of this Article 14.

SEC. 1402. DEFINITIONS.

For the purposes of this ordinanceArticle 14, the following words shall have the meanings ascribed to them by this Section. (a) “Authority.” means Tthe existing San Francisco County Transportation Authority., and(b) “District.” means Tthe City and County of San Francisco.

(c) “Effective date.” The date of adoption of this ordinance which shall take effect at the close of the polls on the day of the election scheduled for November 4, 2003 at which the proposition is adopted by a two-thirds vote of the electors voting on the measure.

(d) “Operative date.” The date that this ordinance becomes operative, which shall be the first day of the first calendar quarter commencing more than 120 days after adoption of this ordinance at the election scheduled for November 4, 2003, pursuant to Public Utilities Code Section 131105(a).

SEC. 1403. PURPOSE.

Pursuant to Division 12.5 of the Public Utilities Code, the San Francisco County Transportation Authority, upon the unanimous recommendation of the Expenditure Plan Advisory Committee established by the Authority, has recommended that the Board of Supervisors submit to the voters of the City and County of San Francisco for their approval an ordinance which would, if so approved, continue in effect the existing local transactions and use tax of one-half of one percent approved by the voters as Proposition B at the November 7, 1989 election; authorize implementation of a New Transportation Expenditure Plan setting forth the projects to be funded over the next 30 years with revenues from the continuation of the tax; continue in effect the San Francisco County Transportation Authority; and authorize the San Francisco County Transportation Authority to issue limited tax bonds in a total outstanding aggregate amount not to exceed $1,880,000,000. Hence, this ordinance should be interpreted so as to achieve the purposes set forth herein:

(a) To continue in effect the San Francisco County Transportation Authority.

(b) To continue in effect the existing one-half of one percent transactions and use tax in accordance with the provisions of Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code and Sections 131100 et seq. of the California Public Utilities Code, which directs the County Board of Supervisors to adopt the tax ordinance for voter approval, exercising the taxing power granted to the San Francisco County Transportation Authority in Public Utilities Code Section 131102 on behalf of said Authority.

(c) To implement a New Transportation Expenditure Plan which supersedes the existing Transportation Expenditure Plan adopted in 1989, sets forth the transportation projects, programs and other improvements to be funded over the next 30 years with the revenues resulting from the continuation of the tax, specifies eligibility and other conditions and criteria under which such revenues shall be made available, and makes provisions for the adoption of future expenditure plan updates.

This Article 14 is intended to achieve the following, among other purposes, and directs that the provisions of this Article be interpreted to accomplish these purposes:

(d)(a) To incorporate provisions identical to those of the Sales and Use Tax Law of the State of California insofar as those provisions are not inconsistent with the requirements and limitations contained in Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code.

(e)(b) To impose a transactions and use tax in accordance with the provisions of Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code and Division 12.5 (commencing with section 131000) of the California Public Utilities Code and provide a measure therefor that can be administered and collected by the State Board of EqualizationCalifornia Department of Tax and Fee Administration in a manner that adapts itself as fully as practicable to, and requires the least possible deviation from, the existing statutory and administrative procedures followed by the State Board of EqualizationCalifornia Department of Tax and Fee Administration in administering and collecting the California State Sales and Use Tax.

(f)(c) To authorize administration of a transactions and use tax in a manner that will, to the highest degree possible consistent with the provisions of Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code, minimize the cost of collecting the transactions and use taxesTax and at the same time minimize the burden of recordkeeping upon persons subject to taxation under the provisions of this ordinanceArticle 14.

(g) To improve or cause the improvement, construction, maintenance, operation, development of and/or planning for, transportation projects facilities and/or programs contained in the New Transportation Expenditure Plan recommended by the Expenditure Plan Advisory Committee and adopted by the Board of Supervisors of the City and County of San Francisco, which plan is incorporated here by this reference as though fully set forth herein, and as that Plan may be amended from time to time pursuant to applicable law.

(h) To continue this tax pursuant to the authority granted by Section 131102 of the Public Utilities Code, permanently and subject to approval of future updates of the New Expenditure Plan pursuant to Section 131056 of the Public Utilities Code.

(i) To authorize the issuance from time to time of limited tax bonds not to exceed a total outstanding aggregate amount of $1,880,000,000 to finance the projects specified in the Plan.

(j) To establish an expenditure limit for the Authority pursuant to California Constitution Article XIII B.

SEC. 1404. CONTINUATION OFADMINISTRATION BY AUTHORITY.

Upon voter approval of this ordinancethe 2022 Transportation Expenditure Plan and the amendments to this Article 14 passed by the voters at the November 8, 2022 election, the Authority shall continue in effect as currently constituted immediately prior to that voter approval except as otherwise provided by law. The Authority shall have all of the powers set forth in Division 12.5 (commencing with Section 1311000) of the California Public Utilities Code, all of the powers set forth in the New 2022 Transportation Expenditure Plan, and all powers incidental or necessary to imposing and collecting the tTax and administering the tTax proceeds and the 2022 Transportation Expenditure Plan, and causing and overseeing the delivery of the transportation improvements therein contained. The Authority may allocate and reallocate the tax proceeds to meet project cash flow needs consistent with the provisions of the Plan. In the event a project is infeasible, the Authority shall reallocate the tax proceeds for that project to other projects in accordance with the provisions of the Plan.

SEC. 1405. CONTRACT WITH STATE.

Prior to the operative dateApril 1, 2023, the Authority shall contract with the State Board of EqualizationCalifornia Department of Tax and Fee Administration to perform all functions incident to the administration and operation of the Tax, in which case the operative date of the 2022 Transportation Expenditure Plan and the amendments to this Article 14 passed by the voters at the November 8, 2022 election shall be April 1, 2023 transactions and use tax authorized by this ordinance; provided that, if the Authority shall not have has not contracted with the State Board of EqualizationCalifornia Department of Tax and Fee Administration prior to the operative dateApril 1, 2023, it shall nevertheless so contract and in such a case the operative date of the 2022 Transportation Expenditure Plan and the amendments to this Article 14 passed by the voters at the November 8, 2022 election shall be the first day of the first calendar quarter following the execution of such a contract.

SEC. 1406. TRANSACTIONS TAX AND RATE OF 0.5%ONE-HALF OF ONE PERCENT.

For the privilege of selling tangible personal property at retail, the existing tTax is hereby continued to be imposed upon all retailers in this District at the rate of 0.5%one-half of one percent of the gross receipts of any retailer from the sale of all tangible personal property sold at retail in this District on and after the operative dateApril 1, 1990.

SEC. 1407. PLACE OF SALE.

For the purposes of this ordinanceArticle 14, all retail sales are consummated at the place of business of the retailer unless the tangible personal property sold is delivered by the retailer or histhe retailer’s agent to an out-of-state destination or to a common carrier for delivery to an out-of-state destination. The gross receipts from such sales shall include delivery charges, when such charges are subject to the state sales and use tax, regardless of the place to which delivery is made. In the event a retailer has no permanent place of business in the state or has more than one place of business, the place or places at which the retail sales are consummated shall be determined under rules and regulations to be prescribed and adopted by the State Board of EqualizationCalifornia Department of Tax and Fee Administration.

SEC. 1408. USE TAX AND RATE OF 0.5%ONE-HALF OF ONE PERCENT.

The existing excise tTax is hereby continued to be imposed on the storage, use, or other consumption in this District of tangible personal property purchasesd from any retailer on and after the operative dateApril 1, 1990 for storage, use, or other consumption in this District at the rate of 0.5%one-half of one percent of the sales price of the property. The sales price shall include delivery when such charges are subject to state sales or use tax regardless of the place to which delivery is made.

SEC. 1409. ADOPTION OF PROVISIONS OF STATE LAW.

Except as otherwise provided in this Article 14ordinance and except insofar as they are inconsistent with the provisions of Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code, all of the provisions of Part 1 (commencing with Section 6001) of Division 2 of the California Revenue and Taxation Code (commencing with Section 6001) are hereby adopted and made a part of this Article 14ordinance as though fully set forth herein.

SEC. 1410. LIMITATIONS ON ADOPTION OF PROVISIONS OF STATE LAW AND COLLECTION OF USE TAXES.

(a) In adopting the provisions of Part 1 (commencing with Section 6001) of Division 2 of the California Revenue and Taxation Code, wherever the State of California is named or referred to as the taxing agency, the name of the Authority shall be substituted therefor. The substitution, however, shall not be made: when

(1) When the word “State” is used as part of the title of the State Controller, the State Treasurer, the State Board of Control, the State Board of Equalization, the State Treasury, or the Constitution of the State of California;

(2) When the result of that substitution would require action to be taken by or against the Authority or any agency, officer, or employee thereof rather than by or against the State Board of EqualizationCalifornia Department of Tax and Fee Administration, in performing the functions incident to the administration or operation of this ordinanceArticle 14;

(3) the substitution shall not be made iIn those sections, including, but not necessarily limited to, sections referring to the exterior boundaries of the State of California, where the result of the substitution would be to:

(A) pProvide an exemption from this tTax with respect to certain sales, storage, use, or other consumption of tangible personal property which would not otherwise be exempt from this tTax while such sales, storage, use, or other consumption remains subject to tax by the sState under the provisions of that codePart 1 (commencing with Section 6001) of Division 2 of the Revenue and Taxation Code; or

(B) Impose this Tax with respect to certain sales, storage, use, or other consumption of tangible personal property which would not be subject to tax by the State under the provisions of Part 1 (commencing with Section 6001) of Division 2 of the Revenue and Taxation Code;

(4) the substitution shall not be made iIn Sections 6701, 6702, (except in the last sentence thereof), 6711, 6715, 6737, 6797, or 6828 of the California Revenue and Taxation Code.

(b) The name of theword “District” shall be substituted for the word “state” in the phrase “retailer engaged in business in this state” in Section 6203 and in the definition of that phrase in Section 6203. “A retailer engaged in business in the District” shall also include any retailer that, in the preceding calendar year or the current calendar year, has total combined sales of tangible personal property in this State or for delivery in the State by the retailer and all persons related to the retailer that exceed $500,000. For purposes of this subsection (b), a person is related to another person if both persons are related to each other pursuant to Section 267(b) of Title 26 of the United States Code and the regulations thereunder.

SEC. 1411. PERMIT NOT REQUIRED.

If a seller’s permit has been issued to a retailer under Section 6067 of the California Revenue and Taxation Code Section 6067, an additional transactor’s permit shall not be required by this ordinanceArticle 14.

SEC. 1412. EXEMPTIONS, EXCLUSIONS, AND CREDITS.

(a) There shall be excluded from the measure of the transactions tTax and the use tTax the amount of any sales tax or use tax imposed by the State of California or by any city, city and county, or county pursuant to the Bradley-Burns Uniform Local Sales and Use Tax Law or the amount of any state-administered transactions or use tax.

(b) There are exempted from the computation of the amount of transactions tTax gross receipts when they are from:

(1) Sales of tangible personal property other than fuel or petroleum products to operators of aircraft to be used or consumed principally outside the City and County of San Francisco county in which the sale is made and directly and exclusively in the use of such aircraft as common carriers of persons or property under the authority of the laws of this sState, the United States, or any foreign government.

(2) Sales of property to be used outside the District which is shipped to a point outside the District, pursuant to the contract of sale, by delivery to such point by the retailer or histhe retailer’s agent, or by delivery by the retailer to a carrier for shipment to a consignee at such point. For the purposes of this paragraphsubsection (b)(2), delivery to a point outside the District shall be satisfied:

(iA) with respect to vehicles (other than commercial vehicles) subject to registration pursuant to Chapter 1 (commencing with Section 4000) of Division 3 of the California Vehicle Code, aircraft licensed in compliance with Section 21411 of the California Public Utilities Code, and undocumented vessels registered under Chapter 2 of Division 3.5 (commencing with Section 98509840) of the California Vehicle Code by registration to an out‑of-District address and by a declaration under penalty of perjury, signed by the buyer, stating that such address is, in fact, histhe buyer’s principal place of residence.

(iiB) with respect to commercial vehicles, by registration to a place of business out-of-District, and a declaration under penalty of perjury, signed by the buyer, that the vehicle will be operated from that address.

(3) the sale of tangible personal property if the seller is obligated to furnish the property for a fixed price pursuant to a contract entered into prior to the operative date of this ordinanceApril 1, 1990.

(4) a lease of tangible personal property which is a continuing sale of such property, for any period of time for which the lessor is obligated to lease the property for an amount fixed by the lease prior to the operative date of this ordinanceApril 1, 1990.

(5) for the purposes of subsections (43) and (54) of this subsection (b), the sale or lease of tangible personal property shall be deemed not to be obligated pursuant to a contract or lease for any period of time for which any party to the contract or lease has the unconditional right to terminate the contract upon notice, whether or not such right is exercised.

(c) There isare exempted from the use tTax imposed by this ordinanceArticle 14, the storage, use, or other consumption in this District of tangible personal property:

(1) the gross receipts from the sale of which have been subject to a transactions tax under any state-administered transactions and use tax ordinance.

(2) other than fuel or petroleum products, purchased by operators of aircraft and used or consumed by such operators directly and exclusively in the use of such aircraft as common carriers of persons or property for hire ofor compensation under a certificate of public convenience and necessity issued pursuant to the laws of this sState, the United States, or any foreign government. This exemption is in addition to the exemptions provided in Sections 6366 and 6366.1 of the California Revenue and Taxation Code of the State of California.

(3) if the purchaser is obligated to purchase the property for a fixed price pursuant to a contract entered into prior to the operative date of this ordinanceApril 1, 1990.

(4) orif the possession of, or the exercise of any right or power over, the tangible personal property arises under a lease which is a continuing purchase of such property for any period of time for which the lessee is obligated to lease the property for an amount fixed by a lease prior to the operative date of this ordinanceApril 1, 1990.

(5) for the purposes of subsections (3) and (4) of this subsection (c), storage, use, or other consumption, or possession of, or exercise of any right toor power over, tangible personal property shall be deemed not to be obligated pursuant to a contract or lease for any period of time during which any party to the contract or lease has the unconditional right to terminate the contract or lease upon notice, whether or not such right is exercised.

(6) Except as provided in subparagraphsubsection (7) of this subsection (c), a retailer engaged in business in the District shall not be required to collect use tTax from the purchaser of tangible personal property, unless the retailer ships or delivers the property into the District or participates within the District in making the sale of the property, including, but not limited to, soliciting or receiving the order, either directly or indirectly, at a place of business of the retailer in the District or through any representative, agent, canvasser, solicitor, subsidiary, or person in the District under the authority of the retailer.

(7) “A retailer engaged in business in the District” shall also include any retailer of any of the following: vehicles subject to registration pursuant to Chapter 1 (commencing with Section 4000) of Division 3 of the California Vehicle Code, aircraft licensed in compliance with Section 21411 of the California Public Utilities Code, or undocumented vessels registered under Chapter 2 of Division 3.5 (commencing with Section 98509840) of the California Vehicle Code. That retailer shall be required to collect use tTax from any purchaser who registers or licenses the vehicle, vessel, or aircraft at an address in the District.

(d) Any person subject to use tTax under this ordinanceArticle 14 may credit against that tTax any transactions tax or reimbursement for transactions tax paid to a district imposing, or retailer imposing liable for, a transactions tax pursuant to Part 1.6 (commencing with Section 7251) and Part 1.7 (commencing with Section 7280) of Division 2 of the California Revenue and Taxation Code with respect to the sale to the person of the property, the storage, use, or other consumption of which is subject to the use tTax.

SEC. 1413. AUTHORIZATION AND LIMITATION ON ISSUANCE OF BONDS.

The Authority is hereby authorized to issue from time to time limited tax bonds pursuant to the provisions ofCalifornia Public Utilities Code Sections 131109 et seq. in an total outstanding aggregate principal amount not to exceed $1,880,00,000$1,910,000,000.

SEC. 1414. USE OF PROCEEDS.

(a) The proceeds of the tTaxes imposed by this Article 14 prior to the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election ordinanceshall be used solely for the projects and purposes set forth in the New Transportation Expenditure Plan approved by the voters as part of Proposition K at the November 4, 2003 electionand its updates and for the administration thereof.

(b) The proceeds of the Taxes imposed by this Article 14 on or after the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election shall be used solely for the following purposes:

(1) The projects and purposes set forth in the 2022 Transportation Expenditure Plan referenced in subsection (c) of this Section 1414, and any updates or revisions to such Plan expenditures or other expenditures allowed or permitted by Division 12.5 (commencing with Section 131000) of the California Public Utilities Code as those provisions existed on November 8, 2022, and Articles XIIIA and XIIIC of the California Constitution;

(2) To pay interest and principal on the bonds authorized and issued under Section 1413 of this Article 14; and

(3) To pay the cost of administration of the Tax.

(c) The 2022 Transportation Expenditure Plan is in Section 3 of the ordinance containing amendments to this Article 14 passed by the voters at the November 8, 2022 election, and, as part of that ordinance, shall be placed in the Appendix to the Administrative Code containing voter-approved measures.

In accordance with the legislative intent expressed in California Public Utilities Code Section 131100 such proceeds shall not replace funds previously provided by property tax revenues for public transportation purposes. As a condition for allocation of funds by the Authority, the recipient department or agency shall certify to the Authority that the funds will not be substituted for property tax funds which are currently utilized to fund existing local transportation programs.

SEC. 1415. APPROPRIATIONS LIMIT.

(a) Except as provided in subsection (b) of this Section 1415, Ffor purposes of California Constitution Article XIIIB of the State Constitution, the appropriations limit for the Authority for fiscal year 2003-04 and each year thereafter shall be $485,175,000 unless that amount should be amended pursuant to applicable law.

(b) Pursuant to California Constitution Article XIIIB and applicable laws, for four years from November 8, 2022, the appropriations limit for the Authority shall be increased by the aggregate sum collected by the levy of the Tax imposed under Article 14 of the Business and Tax Regulations Code.

SEC. 1416. AMENDMENTS.

All amendments to Part 1 (commencing with Section 6001) of Division 2 of the California Revenue and Taxation Code made subsequent to the effective date of this ordinanceNovember 7, 1989 thatwhich relate to sales and use taxes and thatwhich are not inconsistent with Part 1.6 (commencing with Section 7251) and Part 1.7 (commencing with Section 7280) of Division 2 of the California Revenue and Taxation Code and all amendments to Part 1.6 and Part 1.7 of Division 2 of the California Revenue and Taxation Code, shall automatically become a part of this ordinanceArticle 14; provided, however, that no such amendment shall operate so as to affect the rate of tax imposed by this ordinanceArticle 14.

SEC. 1417. PENALTIES.

Any person violating any of the provisions of this Article 14ordinance shall be deemed guilty of a misdemeanor, and upon conviction thereof shall be punishable by a fine of not more than five hundred dollars ($500.00) or by imprisonment for a period of not more than six months, or by both such fine and imprisonment.

SEC. 1418. SEVERABILITY.

If any provision of this ordinanceArticle 14 or the application thereof to any person or circumstance is held invalid, the remainder of the ordinancethis Article 14 and the application of such provision to other persons or circumstances shall not be affected thereby.

SEC. 1419. ENJOINING COLLECTION FORBIDDEN.

No injunction or writ of mandate or other legal or equitable process shall issue in any suit, action, or proceeding in any court against the State of California or the Authority, or against any officer of the State or the Authority, to prevent or enjoin the collection under this ordinanceArticle 14, or Part 1.6 (commencing with Section 7251) of Division 2 of the California Revenue and Taxation Code, of any tTax or any amount of tTax required to be collected.

SEC. 1420. TERMINATION DATES.

(a) The New Transportation Expenditure Plan approved by the voters as part of Proposition K at the November 4, 2003 election and the authority to levy the Tax imposed by this Article 14 prior to the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election shall terminate immediately prior to the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election.

(b) The 2022 Transportation Expenditure Plan, referenced in subsection (c) of Section 1414, and the authority to levy the Tax imposed by the amendments to this Article 14 passed by the voters at the November 8, 2022 election shall expire 30 years from the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election, unless earlier terminated as provided in California Public Utilities Code Section 131280, as that section existed on November 8, 2022.

Section 3. Pursuant to California Public Utilities Code Section 131055, the Board of Supervisors hereby adopts the following 2022 Transportation Expenditure Plan. In accordance with Business and Tax Regulations Code Article 14, Section 1414, subsection (c), the 2022 Transportation Expenditure Plan shall be placed in the Appendix to the Administrative Code containing voter-approved measures, as part of the ordinance containing amendments to Article 14 passed by the voters at the November 8, 2022 election.

2022 Transportation Expenditure Plan

1. Introduction

A. Summary. The 2022 Transportation Expenditure Plan identifies transportation improvements to be funded from the retail transactions and use tax (“sales tax”) authorized under Public Utilities Code Section 131000 et seq. and passed by San Francisco voters at the November 2022 election as Proposition _ (“2022 Sales Tax”). The programs included in the 2022 Transportation Expenditure Plan are designed to be implemented over the next 30 years. The 2022 Transportation Expenditure Plan includes investments in five major categories: Major Transit Projects to support more reliable buses and trains and core capacity improvements; Transit Maintenance and Enhancements to help keep transit running safely and make connectivity, accessibility, and reliability improvements; Paratransit services for seniors and people with disabilities; Streets and Freeways to deliver safer, smoother streets including bicycle and pedestrian improvements and street resurfacing; and Transportation System Development and Management to fund programs that reduce congestion and improve air quality and transportation/land use coordination.

Since 1990, San Francisco has had a one-half of one percent transactions and use tax authorized under Public Utilities Code Section 131000 et seq. dedicated to funding transportation improvements. San Francisco voters approved the first such sales tax and expenditure plan in November 1989 as Proposition B and the second in November 2003 as Proposition K. The San Francisco County Transportation Authority (Transportation Authority) was established through the 1989 ballot measure to administer the sales tax and subsequently was designated as administrator of the 2003 successor measure.

The 2022 Transportation Expenditure Plan for the use of funds from the 2022 Sales Tax was developed by the Expenditure Plan Advisory Committee (EPAC), established by the Transportation Authority Board, with technical assistance provided by the Transportation Authority and other transportation agencies. The roster of EPAC members is provided in Attachment 1. The 2022 Transportation Expenditure Plan was recommended by the Transportation Authority Board on March 22, 2022.

Guided by the EPAC, equity has been at the forefront of the process to develop the 2022 Transportation Expenditure Plan, the investments included within, as well as how it will be administered.

Half of the EPAC is comprised of representatives from Equity Priority Communities (EPCs) and other city neighborhoods, including organizations that serve EPCs. The process to develop the 2022 Transportation Expenditure Plan included robust outreach and engagement in multiple languages, with a focus on reaching EPCs and populations that do not typically engage in transportation planning.

Investments are designed to fill gaps identified in an equity analysis conducted at the beginning of the process and include improvements to travel time and accessibility, traffic safety, and public health, as well as addressing transportation costs and supporting community-based planning, including a focus on EPCs.

Administration of the 2022 Transportation Expenditure Plan will include a transparent and accountable process, and equity requirements have been built into administration. More details on administration are included in Section 5, Implementation Provisions.

By providing the required local match, the 2022 Sales Tax is intended to leverage about $23.7 billion in federal, state, regional, and other local funding for transportation projects in San Francisco.

The 2022 Transportation Expenditure Plan contains a list of transportation programs describing the types of transportation investments that will be given priority for 2022 Sales Tax funding. As such, the 2022 Transportation Expenditure Plan shall be amended into the Capital Improvement Program of the Congestion Management Program, developed pursuant to Section 65089 of the California Government Code. These programs are intended to help implement the long-range vision for the development and improvement of San Francisco’s transportation system, as articulated in the San Francisco Transportation Plan (SFTP) 2050.

The SFTP is the City’s blueprint to guide the development of transportation funding priorities and policy. The SFTP is a living document, updated on a quadrennial basis to identify and address changing needs and regional trends and align them with available funding.

B. Goals. The purpose of the 2022 Transportation Expenditure Plan is to implement the priorities of the SFTP 2050 through investment in projects and programs that include planning, maintenance, rehabilitation of, and improvements to the city’s multi-modal transportation system. The SFTP 2050 is part of the ConnectSF initiative, a multi-agency collaborative process to build an effective, equitable, and sustainable transportation system for San Francisco’s future. The goals of ConnectSF and of the SFTP 2050 are:

• Equity. San Francisco is an inclusive, diverse, and equitable city that offers high-quality, affordable access to desired goods, services, activities, and destinations.

• Economic Vitality. To support a thriving economy, people and businesses easily access key destinations for jobs and commerce in established and growing neighborhoods both within San Francisco and the region.

• Environmental Sustainability. The transportation and land use system support a healthy, resilient environment and sustainable choices for future generations.

• Safety and Livability. People have attractive and safe travel options that improve public health, support livable neighborhoods, and address the needs of all users.

• Accountability and Engagement. San Francisco agencies, the broader community, and elected officials work together to understand the City’s transportation needs and deliver projects, programs, and services in a clear, concise, and timely fashion.

C. Plan Findings and Structure. The Transportation Authority finds that:

i. Adoption of an ordinance to impose a sales tax at the existing half-cent rate for the 30-year implementation period of the 2022 Transportation Expenditure Plan is necessary in order to fund the transportation programs listed in Section 3, Table 1 and further detailed in Section 4, Description of Programs.

ii. It is deemed unnecessary to seek the support of adjacent counties by requesting them to develop their own Transportation Expenditure Plans because San Mateo, Alameda, Contra Costa, Marin, and Santa Clara counties have already adopted Transportation Expenditure Plans.

The Transportation Authority recommends that the San Francisco Board of Supervisors place the aforementioned sales tax ordinance on the November 2022 ballot.

The 2022 Transportation Expenditure Plan is organized into five sections. Section 1: Introduction provides background on the Plan’s goals and development. Section 2: General Provisions provides further context on the Plan’s policies and administration. Section 3: 2022 Transportation Expenditure Plan Summary Table summarizes the Plan’s investment detail (i.e., recommended funding distribution) by category, sub-category, and program. Section 4: Description of Programs contains descriptions of the programs (organized by category and subcategory), including the types of projects that are eligible for funding under each of them. Section 5: Implementation Provisions describes the process for prioritizing and allocating funds from the 2022 Sales Tax following adoption of the Plan.

2. General Provisions

A. Sales Tax Revenues. The 2022 Transportation Expenditure Plan shall supersede the Proposition K Expenditure Plan, adopted in 2003, as of the operative date of the 2022 Sales Tax, which shall be at the same one-half percent rate as approved by San Francisco voters in November 2003 as Proposition K, and shall be imposed for the 30-year duration of the 2022 Transportation Expenditure Plan.

Revenues from the 2022 Sales Tax are estimated under two scenarios over the 30-year period of the 2022 Transportation Expenditure Plan, both of which are net of an estimated $550 million in Proposition K financial liabilities (See Section D, Successor Program). The conservative projection, which corresponds to Priority 1 funding levels, puts the total revenue level at $2.378 billion (2020 dollars). This scenario reflects an average growth rate of 2.1%, and an inflation-based discount rate of 3%. The more optimistic revenue projection, which corresponds to Priority 2 funding levels, reflects an average growth rate of 2.6%, and an inflation-based discount of 3%.

B. Fiscal Constraint. The 2022 Transportation Expenditure Plan is fiscally constrained to the total funding expected to be available for each category (i.e., percent of revenues designated for each category) and by the funding caps established for each program. The financial constraint is further detailed within each program through the specification of funding priority levels, i.e., Priority 1 and Priority 2 (See Section 4 Description of Programs).

C. Restriction of Funds. 2022 Sales Tax revenues shall be spent on capital projects rather than to fund operations and maintenance of existing transportation services, unless otherwise explicitly specified in the Section 4, Description of Programs. In accordance with enabling legislation and adopted principles, 2022 Sales Tax revenues generated pursuant to this plan shall be subject to the following restrictions:

i. No Substitution.

a. 2022 Sales Tax revenues shall be used to supplement and under no circumstance replace existing local revenues used for transportation purposes listed in the 2022 Transportation Expenditure Plan.

b. Proceeds from the sale or liquidation of capital assets funded with 2022 Sales Tax revenues shall be returned to the Transportation Authority (in proportion to the contribution of 2022 Sales Tax revenues to the total original cost of the asset), for re-allocation to eligible expenses within the program from which funds were expended for the original investment.

ii. No Expenditures Outside San Francisco. Unless otherwise explicitly specified in Section 4, Description of Programs, no 2022 Sales Tax funds shall be spent outside the territorial limits of the City and County of San Francisco except for cases that satisfy all the following conditions:

a. Quantifiable Benefit. The proposed project is eligible to be funded with the 2022 Sales Tax consistent with the 2022 Transportation Expenditure Plan, and if planning or other studies developed in order to enable its implementation demonstrate that there will be a quantifiable benefit to the City and County’s transportation program from the expenditure of funds beyond the City and County line. A quantifiable benefit is defined as a measurable increase in the cost-effectiveness of a project or group of transportation projects or services at least partially funded with 2022 Sales Tax funds, located along the corridor or in the immediate geographic area of the City and County where the project in question is proposed to occur.

b. Expenses Matched by Other Counties. The proposed expense is matched by funding from the county where the expenditure of 2022 Sales Tax funds is proposed to be made.

Should transportation projects or services contemplated in the plan require the participation of multiple counties for any phase of project planning or implementation, the Transportation Authority shall work cooperatively with the affected county or counties to ensure successful project implementation.

iii. Funding Caps for Legacy Projects. Projects carried forward from the Proposition K Expenditure Plan as legacy projects shall be eligible to receive Priority 1 funds from the designated programs, not to exceed the unallocated amounts programmed in the Proposition K Strategic Plan as of the operative date of the 2022 Sales Tax.

iv. Administration Costs. Pursuant to Public Utilities Code Section 131107, not more than one percent of the annual net amount of revenues raised by the 2022 Sales Tax may be used to administer the 2022 Transportation Expenditure Plan.

D. Successor Program. The 2022 Transportation Expenditure Plan shall supersede the Proposition K Expenditure Plan, adopted in 2003, as of the operative date of the 2022 Sales Tax. As such it will bear responsibility for any outstanding debt incurred by the Proposition K program, for reimbursement of eligible costs for outstanding balances on Proposition K grants, and for other financial liabilities arising from the Proposition K program. All assets of the Proposition K program shall become Proposition _ program assets.

E. Bonding Authority. The Transportation Authority shall be authorized to issue, from time to time, limited tax bonds in an aggregate principal amount not to exceed $1.91 billion, payable from the sales tax revenues generated pursuant to the 2022 Sales Tax. The Transportation Authority’s bonding capacity shall be separate and distinct from that of the City and County of San Francisco.

F. Administration by the San Francisco County Transportation Authority. The San Francisco County Transportation Authority, which currently allocates, administers, and oversees the expenditure of the existing Proposition K sales tax for transportation, shall allocate, administer, and oversee the expenditure of the Proposition _ sales tax funds.

G. Environmental Review. Environmental reporting, review, and approval procedures as provided for under the National Environmental Policy Act (NEPA) and/or the California Environmental Quality Act (CEQA) and other applicable laws shall be carried out as a prerequisite to the approval and implementation of any project, including legacy projects, to be funded partially or entirely with 2022 Sales Tax funds. No definite commitment to any activity or project is made by the adoption of the 2022 Transportation Expenditure Plan. The 2022 Transportation Expenditure Plan establishes a funding mechanism for transportation improvements which does not involve any commitment to any specific project which may result in a potentially significant physical impact on the environment. The 2022 Transportation Expenditure Plan also does not limit the discretion of agencies proposing to carry out eligible projects to select a “no action” or a “no project” alternative.

3. 2022 Transportation Expenditure Plan Summary Table.

Table 1 below summarizes the proposed 2022 Sales Tax revenue allocations by category, subcategory, and program in constant 2020 dollars. There are five categories, identified with capital letters (A through E). The first subdivision level under each category is known as a subcategory. Subcategories are indicated with lower case Roman numerals. The level below a subcategory is known as a program. Programs are indicated with numbers.

The 2022 Transportation Expenditure Plan identifies eligible expenditures through a set of programs that guides the types of transportation projects that will be funded by the 2022 Sales Tax. The programs are set up to address allocation of funds to multi-year programs for a given purpose, such as street resurfacing or street safety improvements, for which not all specific project locations or improvements can be anticipated or identified at the time of adoption of the 2022 Transportation Expenditure Plan. This approach provides certainty about the types of investments that will be made balanced with the flexibility needed for a 30-year plan.

Table 1: 2022 Transportation Expenditure Plan Summary Table 2020 $Millions Total Expected Funding1 Total Prop _2 % of Prop _ Funding3 A. Major Transit Projects $10,354.70 $587.00 22.60% i. Muni Reliability and Efficiency Improvements $1,088.30 $110.00 ii. Muni Rail Core Capacity $720.00 $57.00 iii. BART Core Capacity $3,536.40 $100.00 iv. Caltrain Service Vision: Capital System Capacity Investments $10.00 $10.00 v. Caltrain Downtown Rail Extension and Pennsylvania Alignment $5,000.00 $310.00 B. Transit Maintenance and Enhancements $10,065.30 $1,070.00 41.20% i. Transit Maintenance, Rehabilitation, and Replacement $9,047.10 $975.00 1. Muni $7,934.80 $825.00 2. BART $547.70 $45.00 3. Caltrain $550.30 $100.00 4. Ferry $14.30 $5.00 ii. Transit Enhancements $1,018.20 $95.00 1. Transit Enhancements $777.40 $36.00 2. Bayview Caltrain Station $100.00 $27.00 3. Mission Bay Ferry Landing $53.80 $5.00 4. Next Generation Transit Investments $87.00 $27.00 C. Paratransit4 $1,270.00 $297.00 11.40% D. Streets and Freeways $3,767.10 $492.00 18.90% i. Maintenance, Rehabilitation, and Replacement $2,194.70 $214.00 1. Street Resurfacing, Rehabilitation, and Maintenance $1,984.00 $105.00 2. Pedestrian and Bicycle Facilities Maintenance $84.60 $19.00 3. Traffic Signs and Signals Maintenance $126.10 $90.00 ii. Safe and Complete Streets $1,114.80 $240.00 1. Safer and Complete Streets $918.80 $187.00 2. Curb Ramps $143.00 $29.00 3. Tree Planting $53.00 $24.00 iii. Freeway Safety and Operational Improvements $457.60 $38.00 1. Vision Zero Ramps $27.50 $8.00 2. Managed Lanes and Express Bus $206.00 $10.00 3. Transformative Freeway and Major Street Projects $224.10 $20.00 E. Transportation System Development and Management $824.80 $152.00 5.90% i. Transportation Demand Management $146.50 $23.00 ii. Transportation, Land Use, and Community Coordination $678.30 $129.00 1. Neighborhood Transportation Program $191.20 $46.00 2. Equity Priority Transportation Program $192.20 $47.00 3. Development Oriented Transportation $263.70 $26.00 4. Citywide / Modal Planning $31.20 $10.00 Total $26,281.90 $2,598.00 100.00% Total Prop _ Priority 1 $2,378.00 Total Prop _ Priority 1 + 2 $2,598.00

Notes:

1Total Expected Funding represents project costs or implementable phases of multi-phase projects and programs based on a 30-year forecast of expected revenues from existing federal, state, regional, and local sources, plus $2.598 billion in Proposition _ revenues. The amounts in this column are provided in fulfillment of Sections 131051(a)(1), (b) and (c) of the Public Utilities Code.

2The "Total Prop _" fulfills the requirements in Section 131051(d) of the Public Utilities Code.

3Percentages are based on Proposition _ Priority 1 and 2 forecasts of $2.598 billion. The forecast is net of existing obligations of the predecessor Proposition K program.

4With very limited exceptions, the funds included in the 30-year forecast of expected revenues are for capital projects rather than operations. Paratransit is the primary exception, providing door-to-door vans and others transportation services for seniors and persons with disabilities who cannot use regular fixed route transit. Total Expected Funding for Paratransit reflects Proposition _ revenues, federal Section 5307 funds, and other sources of operating funds included in SFMTA's annual operating budget over the next 30 years.

4. Description of Programs.

This section contains descriptions of the categories, subcategories, and programs in the 2022 Transportation Expenditure Plan and the types of projects that are eligible for funding under each of them. It also identifies the sponsoring agency or agencies for each program. The Total Funding figures correspond to the Total Expected Funding column in the 2022 Transportation Expenditure Plan Summary Table provided in Section 3, above. The percentage allocation of 2022 Sales Tax funds to each of the major categories is as follows: Major Transit Projects – 22.6%, Transit Maintenance and Enhancements – 41.2%, Paratransit – 11.4%, Streets and Freeways – 18.9%, and Transportation System Development and Management – 5.9%.

A. MAJOR TRANSIT PROJECTS

i. Muni Reliability and Efficiency Improvements

Programmatic improvements that improve the reliability and speed of Muni bus and rail service. Eligible project types include but are not limited to: transit-only lanes; curb bulb-outs at Muni stops; traffic signal modifications; deployment of transit signal priority devices; relocation and upgrade of Muni stops; and other street design changes (e.g., highly visible crosswalks, median island refuges) to reduce delay for transit and enhance pedestrian safety. Includes $10M in legacy funding for Geary Rapid Improvements Phase 2. Includes project development and capital costs. Sponsor Agency: SFMTA. Total Funding: $1,088.3M; EP: $110M.

ii. Muni Rail Core Capacity

Programmatic improvements that increase the reliability and capacity of Muni’s rail system by supporting longer and more frequent trains. High priority shall be given to installation of a next generation communications-based train control system for the Muni surface and subway rail network. Engineering improvements include but are not limited to lengthening existing platforms to accommodate 3- and 4-car light rail trains in the Muni Metro Tunnel between West Portal and Embarcadero stations, and 3-car trains on the N Judah line. Upgrades to switches, crossovers, and other components to increase subway reliability and throughput, and modifications to subway portals to minimize conflicts. Purchase of additional light rail vehicles to increase the fleet’s overall capacity and new/upgraded maintenance and/or storage facilities to house additional vehicles. Includes project development and capital costs. Sponsor Agency: SFMTA. The first $50M is Priority 1 and the remainder is Priority 2. Total Funding: $720M; EP: $57M.

iii. BART Core Capacity

Improvements that will allow BART to operate up to 30 ten-car trains per hour in each direction through the existing Transbay Tube (an increase from the current capacity of 23 trains per hour). Eligible project types include but are not limited to: new (additional) rail cars; a new communications-based train control system; a new rail car storage yard at the Hayward Maintenance Complex; and additional traction power substations to provide the power needed for more frequent service. Includes project development and capital costs. As a prerequisite to allocation of funds, the Transportation Authority Board shall consider whether Alameda and Contra Costa Counties have contributed a commensurate amount to the BART Core Capacity Program. Sponsor Agency: BART. Total Funding: $3,536.4M; EP: $100M.

iv. Caltrain Service Vision: Capital System Capacity Investments

Programmatic capital improvements that will allow Caltrain service to operate up to eight trains per direction per hour consistent with the Caltrain Business Plan Service Vision. Eligible project types include, but are not limited to: additional fleet, level boarding at station platforms, additional train storage, track work, and station improvements. Includes planning, project development, and capital costs. Includes $10M in Priority 2 funding. Sponsor Agency: PCJPB. Total Funding: $10M; EP: $10M.

v. Caltrain Downtown Rail Extension and Pennsylvania Alignment

Caltrain Downtown Rail Extension: The underground extension of the Caltrain commuter rail system from the current Caltrain San Francisco terminus into the Salesforce Transit Center. Project designed to accommodate blended service with future California High-Speed Rail. Includes a new station at 4th and Townsend Streets. Includes $300M in Priority 1 funds.

Pennsylvania Alignment: Below-grade rail alignment extending south from the planned Downtown Rail Extension. Project will serve the Caltrain commuter rail system and future California High-Speed Rail service. Pennsylvania Alignment will separate rail from surface-level conflicts with street users at 16th Street and Mission Bay Drive. Includes $10M in Priority 2 funds.

Includes project development and capital costs. Sponsor Agencies: TJPA, SFCTA. Total Funding: $5,000M; EP: $310M.

B. TRANSIT MAINTENANCE AND ENHANCEMENTS

i. Maintenance, Rehabilitation, and Replacement

1. Muni. Programmatic improvements for upgrade, rehabilitation, and replacement of Muni’s capital assets, including transit and paratransit vehicles, spare parts, and on-board equipment; transit facilities and facilities-related equipment; and transit guideways and associated equipment. Eligible project types include but are not limited to the following: rail car, trolley coach, and motor coach renovation and replacement of buses with zero emission vehicles, which may include additional vehicles added to the fleet to maintain current fleet passenger capacity (e.g., if electric buses have lower passenger capacity). Rehabilitation, upgrades, and/or replacement of: existing facilities for maintenance and operations, including equipment and upgrades to support the electrification of the Muni motor coach fleet and to improve resilience to climate change; rail stations including, but not limited to, platform edge tiles, elevators, escalators, and faregates; existing rail, overhead trolley wires, signals, traction power stations, and automatic train control systems, as well as upgrades to improve resilience to climate change. The intent is to implement transit priority and reliability improvements whenever guideways rehabilitation, upgrade, or replacement projects are undertaken. Includes project development and capital costs. Sponsor Agency: SFMTA. The first $784M is Priority 1 and the remainder is Priority 2. Total Funding: $7,934.8M; EP: $825M.

2. BART. Programmatic improvements for the upgrade, rehabilitation, and replacement of BART’s capital assets. Eligible project types include, but are not limited to, the upgrade, rehabilitation, and replacement of: transit vehicles and on-board equipment; transit stations including platform edge tiles, elevators, escalators, and faregates; transit facilities and facilities-related equipment; and guideways such as rail, train control, traction power, and related equipment. Facilities and guideways improvements may include upgrades to improve resilience to climate change. Additional elevators, escalators, and faregates are also eligible. In shared BART/Muni stations, elevator and escalator projects must include shared Muni access and/or redundancy where cost effective. Includes project development and capital costs. The first $35M is Priority 1 and the remainder is Priority 2. Sponsor Agency: BART. Total Funding: $547.7M; EP: $45M.

3. Caltrain. Provides San Francisco’s local match contribution for the Caltrain capital program, on behalf of the City and County of San Francisco until 2022 Sales Tax funds for this program run out. Programmatic improvements such as the upgrade, rehabilitation, and replacement of transit vehicles, spare parts, and on-board equipment; transit facilities (including stations) and facilities related equipment; and guideways such as rail, signals, communications, traction power equipment, and the overhead contact system. Facilities and guideways improvements may include upgrades to improve resilience to climate change. Service planning and capital planning efforts are also eligible. Includes project development and capital costs. Sponsor Agency: PCJPB. Total Funding: $550.3M; EP: $100M.

4. Ferry. Programmatic improvements for the upgrade, rehabilitation, and replacement of landside ferry facilities, passenger-serving facilities, and facilities-related equipment. May also include improvements to San Francisco ferry terminals to accommodate increases in ferry ridership, electrification, and to improve resilience to climate change. Includes project development and capital costs. Sponsor Agencies: Port of SF, GGBHTD. Total Funding: $14.3M; EP: $5M.

ii. Transit Enhancements

1. Transit Enhancements. Customer-facing programmatic improvements that promote system connectivity, accessibility, and reliability, and improve transit service experience for riders. These are meant to be smaller to mid-sized projects that produce benefits directly experienced by transit riders. Eligible projects may include but are not limited to bus stop improvements (with priority for those serving disadvantaged communities); wayfinding; real-time information; new (additional) elevators or escalators; multimodal station access and safety improvements; bicycle parking/storage; purchase and rehab of historic streetcars; and purchase of motor coaches and paratransit expansion vehicles. Includes project development and capital costs. Sponsor Agencies: SFMTA, BART, PCJPB, TIMMA. The first $29M is Priority 1 and the remainder is Priority 2. Total Funding: $777.4M; EP: $36M.

2. Bayview Caltrain Station. Construction of a new or relocated Caltrain station in the Bayview. Includes $4.73M in legacy funding for the Quint-Jerrold Connector Road, which will restore access eliminated by the construction of a Caltrain berm. Includes project development and capital costs. Sponsor Agencies: SFCTA, PCJPB, SFMTA, SFPW. Total Funding: $100M; EP: $27M.

3. Mission Bay Ferry Landing. A new ferry landing serving the Mission Bay neighborhood to enable regional ferry service. Includes capital costs. Sponsor Agency: Port of SF. Total Funding: $53.8M; EP: $5M.

4. Next Generation Transit Investments. Planning and project development for major transit capital projects that promote system connectivity and accessibility, close service gaps, and improve and expand transit service levels. By funding planning, outreach, and early project development, the intent is to set these projects up to be competitive for discretionary funds to complete project development and implementation. Eligible projects may include but are not limited to a 19th Avenue/Geary subway, extending the Central Subway, Link21 (including a potential second transbay tube), and local and regional express bus network development. Sponsor Agencies: SFCTA; SFMTA; BART; PCJPB. The first $22M is Priority 1 and the remainder is Priority 2. Total Funding: $87M; EP: $27M.

C. PARATRANSIT

Continued support for paratransit door-to-door van, taxi, and other transportation services for seniors and people with disabilities who are unable to use fixed route transit service. Includes operations support, replacement of accessible vans, and replacement and upgrades of supporting equipment such as debit card systems. Sponsor Agency: SFMTA. The first $227M is Priority 1 and the remainder is Priority 2. Total Funding: $1,270M; EP: $297M.

D. STREETS AND FREEWAYS

i. Maintenance, Rehabilitation, and Replacement

1. Street Resurfacing, Rehabilitation, and Maintenance. Repaving and reconstruction of city streets to prevent deterioration of the roadway system, based on an industry-standard pavement management system designed to inform cost-effective roadway maintenance. May include sidewalk rehabilitation and curb ramps and elements to improve resilience to climate change. Includes project development and capital costs. Sponsor Agency: SFPW. Total Funding: $1,952M; EP: $88M.

Replacement of street repair and cleaning equipment according to industry standards, including but not limited to asphalt pavers, dump trucks, sweepers, and front-end loaders. Includes capital costs only. Sponsor Agency: SAS. Total Funding: $32M; EP: $17M.

2. Pedestrian and Bicycle Facilities Maintenance. Public sidewalk repair and reconstruction citywide. Maintenance of additional pedestrian facility improvements including stairways, retaining walls, guardrails, and rockfall barriers. Maintenance of pedestrian and bicycle safety improvements, including but not limited to safe-hit posts, painted safety zones, green bike lanes, and crosswalks. Rehabilitation of other bicycle facilities such as paths. Includes project development and capital costs. Sponsor Agencies: SFMTA, SAS. Total Funding: $84.6M; EP: $19M.

3. Traffic Signs and Signals Maintenance. Maintenance and upgrade of traffic signs and signals, including for pedestrians and bicyclists. Sponsor Agency: SFMTA. Total Funding: $126.1M; EP: $90M.

ii. Safe and Complete Streets

1. Safer and Complete Streets. Programmatic improvements to the transportation system to make it safer for all users and help achieve the City’s Vision Zero goals. Projects may include but are not limited to:

• Traffic calming to reduce vehicular speeds and improve safety; new or improved pedestrian safety measures such as ladder crosswalks, corner bulb-outs, and pedestrian islands in the medians of major thoroughfares; new and upgraded bike lanes and paths; traffic striping and channelization; bicycle and personal mobility device parking facilities such as bike/scooter racks and lockers. Quick builds (e.g., paint and safe-hit posts), pilots, permanent improvements, intersection redesigns, and larger corridor projects are eligible. Landscaping may be included as a minor element of a larger safety project.

• Installation (new), maintenance, and upgrade of traffic signs and signals (including for pedestrians and bicyclists); red light enforcement cameras and closed-circuit TV and communications systems (e.g., Variable Message Signs) for incident and special event traffic management.

• Multi-modal street improvements to improve pedestrian, bicycle, transit, and vehicle circulation and connectivity.

• Bicycle, pedestrian, and Vision Zero outreach and education programs such as Safe Routes to School; development of neighborhood and school area safety plans.

Includes project development and capital costs. Sponsor Agencies: SFMTA, SFPW, SFCTA. Includes $152M in Priority 1, of which a minimum of $7M will be available for Safe Routes to School non-infrastructure programs, e.g., education, outreach, and planning to support safe transportation to schools. The remainder is Priority 2. Total Funding: $918.8M; EP: $187M.

2. Curb Ramps. Construction of new Americans with Disabilities Act (ADA)-compliant curb ramps and related roadway work to permit ease of movement. Reconstruction of existing ramps. Includes project development and capital costs. Sponsor Agency: SFPW. Total Funding: $143M; EP: $29M.

3. Tree Planting. Planting and establishment of street trees in public rights-of-way throughout the city. Priority will be given to neighborhoods and/or areas with lower tree canopy coverage. Sponsor Agency: SAS. Includes $20M in Priority 1 and the remainder is Priority 2. Total Funding: $53M; EP: $24M.

iii. Freeway Safety and Operational Improvements

1. Vision Zero Ramps. Programmatic improvements to benefit all users of intersections where freeway on- and off-ramps intersect with city streets to support the City’s Vision Zero policy to eliminate traffic deaths. Eligible project types include: new or improved pedestrian safety measures such as ladder crosswalks and pedestrian signals, corner bulb-outs, and new traffic signs and signals. Includes planning, project development, and capital costs. Sponsor Agencies: SFMTA, SFCTA. Total Funding: $27.5M; EP: $8M.

2. Managed Lanes and Express Bus. Programmatic improvements to San Francisco’s freeways to improve transit speeds (e.g., express bus) and reliability, and promote carpooling. Improvements include but are not limited to high occupancy vehicle lanes, ramp re-striping or re-designs, signs and signalization, and purchase of buses to support increased Muni bus operations on improved facilities, and if express lanes are proposed, tolling system and funding of an affordability program. Includes project development and capital costs. Sponsor Agencies: SFCTA, SFMTA. Total Funding: $206M; EP: $10M.

3. Transformative Freeway and Major Street Projects. Planning and project development for transformative multi-modal improvements that are designed to improve safety, enhance multi-modal connectivity, and/or reconnect communities and repair the harm created by past freeway and street projects. By funding planning, outreach, and early project development, the intent is to set up these projects to be competitive for discretionary funds to complete project development and implementation. Eligible project types include but are not limited to new grade-separated crossings for people walking and biking; restoring connections within communities divided by infrastructure (e.g., Geary underpass, pedestrian/bike freeway overcrossings); and simplifying freeway interchanges (e.g., Alemany Maze and US 101/Cesar Chavez “Hairball”). May include projects to improve resilience to climate change. Sponsor Agencies: SFCTA, SFMTA, SFPW, Planning. Total Funding: $224.1M; EP: $20M.

E. TRANSPORTATION SYSTEM DEVELOPMENT AND MANAGEMENT

i. Transportation Demand Management

Transportation Demand Management (TDM) improvements intended to shift trips to sustainable modes like transit, biking, and walking, and shift travel to less congested times. Develop and support continued TDM and parking requirements for large employers, special event sites, and schools and universities. Eligible project types also include TDM education, marketing, incentives, pricing, technology, policy development, pilots, and evaluation. Hardware, software, and equipment needed to implement pricing, incentives, and affordability projects are eligible. Examples of eligible projects include new solutions or technologies for first-last mile connections or special trip markets; intermodal integration of customer-facing technology (e.g., travel information and payment systems); and new fare payment concepts for mode shift or congestion management. Includes planning, project development, and capital costs. Sponsor Agencies: SFCTA, SFE, SFMTA, BART, PCJPB, TIMMA. Includes $18M in Priority 1 and the remainder is Priority 2. Total Funding: $146.5M; EP: $23M.

ii. Transportation, Land Use, and Community Coordination

1. Neighborhood Transportation Program. The Neighborhood Transportation Program (NTP) funds community-based neighborhood-scale transportation improvements. The NTP has a planning component to fund community-based planning efforts in each Supervisorial district, and a capital component intended to provide local match to help advance and implement capital investment and pilot recommendations stemming from NTP and other community-based planning efforts. Eligible project types are those that are eligible for other 2022 Transportation Expenditure Plan programs and result in public-facing benefits. Additional project types include: transportation policy studies, pilots, and projects to address climate change (e.g., electric vehicle charging infrastructure) and gaps in equitable access. Includes planning, project development, and capital costs. Sponsor Agencies: SFCTA, SFMTA, SFPW, Planning. Includes $41M in Priority 1 and the remainder is Priority 2. Total Funding: $191.2M; EP: $46M.

2. Equity Priority Transportation Program. The Equity Priority Transportation Program (EPTP) funds equity priority community-based projects in underserved neighborhoods and areas with vulnerable populations (e.g., low-income communities, seniors, children, and/or people with disabilities) as well as citywide equity evaluations and planning efforts. The EPTP has a planning component to fund community-based planning efforts, and a capital component to provide local match funds to help advance and implement capital investment and pilot recommendations stemming from community-based planning and equity assessments. Eligible project types are those that are eligible for other 2022 Transportation Expenditure Plan programs, as well as projects that help reduce disparities and gaps in equitable access (physical, geographic, affordability) to jobs and key services. Includes planning, project development, and capital costs. Sponsor Agencies: SFCTA, SFMTA, SFPW, Planning. Includes $42M in Priority 1 and the remainder is Priority 2. Total Funding: $192.2M; EP: $47M.

3. Development-Oriented Transportation. The Development-Oriented Transportation Program funds community-based planning to identify transportation improvements that support increased housing density in existing, primarily low-density neighborhoods of the city, as well as project development and implementation. Projects supporting development in adopted Priority Development Areas will be prioritized. Includes $2M in legacy funding for the Bayshore Caltrain Pedestrian Connection. Includes planning, project development, and capital costs. Sponsor Agencies: SFMTA, SFCTA, BART, PCJPB, Planning, SFPW. Includes $20M in Priority 1 and the remainder is Priority 2. Total Funding: $263.7M; EP: $26M.

4. Citywide/Modal Planning. Citywide and network-wide transportation studies and planning such as updates to the Countywide Transportation Plan or long-range modal studies. Plans and studies that focus on countywide and/or network-wide needs will be prioritized, but corridor-scale studies may be considered. Includes planning. Sponsor Agencies: SFCTA, SFMTA, Planning. Total Funding: $31.2M; EP: $10M.

5. Implementation Provisions.

A. Strategic Plan. Subsequent to voter approval of the 2022 Transportation Expenditure Plan, the Transportation Authority shall prepare a 30-year Strategic Plan that will serve as the primary financial tool for administering the 2022 Sales Tax. It shall include policies to guide day-to-day program administration consistent with the 2022 Transportation Expenditure Plan; updated revenue projections for the 2022 Sales Tax; proposed 2022 Sales Tax programming and expenditures by category, sub-category, and program; and any associated financing needed to ensure funds are available to reimburse eligible expenditures. The Strategic Plan shall be prepared in concert with development of 5-Year Prioritization Programs (5YPPs) (see Section 5.B). The Transportation Authority Board shall adopt the Strategic Plan and updates thereof at least every 5 years.

B. Prioritization Process. Prior to allocation of any revenues from the 2022 Sales Tax, the Transportation Authority shall prepare, in close consultation with all other affected planning and implementation agencies, a 5YPP including budget, scope, and schedule consistent with the Strategic Plan, for review and adoption by the Transportation Authority Board. For programs with only one eligible sponsoring agency, the Transportation Authority may designate that agency as the agency that is to prepare the 5YPP. The proposed projects shall be consistent with the SFTP and with the City’s General Plan.

The 5YPPs shall at a minimum address the following factors:

1. Project readiness, including schedule for completion of environmental and design phases; well-documented preliminary cost estimates; and documented community support as appropriate.

2. Funding plan, including sources other than the 2022 Sales Tax.

3. Compatibility with existing and planned land uses, and with adopted standards for urban design and for the provision of pedestrian amenities; and supportiveness of planned growth in transit-friendly housing, employment, and services.

4. How the project would advance equity or seek to mitigate any impacts on equity.

5. Project benefits including but not limited to how the project advances the goals of the SFTP.

6. A prioritization mechanism to rank projects within the 5YPP, that includes at a minimum the following required criteria:

a. Relative level of need or urgency.

b. Cost-effectiveness.

c. A fair geographic distribution that takes into account the various needs of San Francisco’s neighborhoods.

d. Level and diversity of community support. Projects with clear and diverse community support, including from disadvantaged populations (e.g., communities historically harmed by displacement, transportation policies, and projects that utilized eminent domain; people with low incomes; and people of color) and/or identified through a community-based planning process will be prioritized. Projects with documented support from disadvantaged populations will receive additional priority. An example of a community-based plan is a neighborhood transportation plan, corridor improvement study, or station area plan that is community-driven.

e. Benefit to disadvantaged populations, including communities historically harmed by displacement, transportation policies, and projects that utilized eminent domain, whether the project is directly located in an Equity Priority Community or can demonstrate benefits to disadvantaged populations.

The Transportation Authority and any appropriate designated agencies shall conduct the required public outreach and engagement to ensure an inclusive planning process for the development of the 5YPPs, as well as General Plan referral or referral to any City Department or Commission, as required. The Transportation Authority working with eligible sponsoring agencies shall also identify appropriate performance measures informed by the Congestion Management Program, such as increased system connectivity, increased transit ridership (net new riders), reductions in travel time for existing riders, system safety, vehicle miles traveled, and increased use of alternatives to the single-occupant automobile, along with a timeline for assessing the performance measures to inform the next 5YPP updates, which shall be at least every 5 years concurrent with Strategic Plan updates.

In order to inform 5YPP development and allocation of funds, the Transportation Authority shall report at least once every 5 years on the citywide geographic distribution of 2022 Sales Tax allocations and the distribution of projects located in EPCs and/or benefiting disadvantaged populations.

Designated agencies shall be eligible for planning funds from the relevant 2022 Transportation Expenditure Plan programs for the purpose of completing the development of the 5YPP. Sponsoring agencies will be encouraged to explore alternative and non-traditional methods for project and service delivery where they offer opportunities for increased cost-effectiveness and/or shortened project delivery timelines.

As part of the Strategic Plan development process, the Transportation Authority shall adopt, issue, and update detailed guidelines for the development of 5YPPs.

C. Project Delivery Oversight. The Transportation Authority Board shall adopt project delivery oversight guidelines for major capital projects to be funded by the 2022 Sales Tax. The guidelines shall consider the total cost and complexity of a project in setting the definition of a major capital project. Objectives of these guidelines shall include supporting the cost-effective and timely delivery of projects funded wholly or in part by the 2022 Sales Tax. Transportation Authority staff shall prepare a report at least annually to the Transportation Authority Board to communicate the status of these projects.

D. Funding Priority Levels. Each 2022 Transportation Expenditure Plan program shall be funded using 2022 Sales Tax revenues up to the total amount designated for that program in Priority 1. If, after programming all Priority 1 funds to every program in a subcategory, the latest Strategic Plan forecasts available revenues from the 2022 Sales Tax in excess of Priority 1 levels, the Transportation Authority Board may allow programming of Priority 2 funds within the subcategory, subject to the program dollar amount caps for Priority 2 established in the 2022 Transportation Expenditure Plan. If, after programming at least 80% of Priority 2 funds, the latest Strategic Plan forecasts available revenues from the 2022 Sales Tax in excess of Priority 2 levels, the Transportation Authority Board may allow programming of revenues in excess of Priority 2 levels to programs in the 2022 Transportation Expenditure Plan as long as the percent of 2022 Sales Tax revenues designated for each category is maintained in compliance with the prioritization provisions set forth in Sections 2.B, 5.B, and 5.D.

E. Cost Savings and Remaining Funds. If the eligible sponsoring agency or agencies complete delivery of a 2022 Transportation Expenditure Plan program or legacy project or determine that they will no longer pursue implementation of the program or legacy project with 2022 Sales Tax funds, the Transportation Authority Board may use any remaining 2022 Sales Tax funds in that program to fund one or more programs in the same category that would otherwise be in compliance with the prioritization provisions set forth in Sections 2.B, 5.B, and 5.D. To do so, the Transportation Authority Board must first hold a public hearing on the matter and then not sooner than 30 days after the hearing, the Transportation Authority Board may, by a 2/3 vote, direct all or a portion of the remaining funds to one or more 2022 Transportation Expenditure Plan programs with the same category.

The following abbreviations are used in the 2022 Transportation Expenditure Plan:

BART – San Francisco Bay Area Rapid Transit District; EP – Expenditure Plan; GGBHTD – Golden Gate Bridge, Highway & Transportation District; M – Million; N/A – Not Applicable; PCJPB – Peninsula Corridor Joint Powers Board or Caltrain; Planning – San Francisco Planning Department; Port of SF – Port of San Francisco; SAS – Sanitation and Streets Department*; SFCTA – San Francisco County Transportation Authority; SFE – San Francisco Department of Environment; SFMTA – San Francisco Municipal Transportation Agency; SFPW – San Francisco Public Works; TIMMA – Treasure Island Mobility Management Agency; TJPA – Transbay Joint Powers Authority.

*On November 3, 2020, San Francisco voters approved Proposition B, which amended the San Francisco Charter to create a Department of Sanitation and Streets to succeed to specific duties currently performed by San Francisco Public Works. Per Board of Supervisors Motion 21-181, approved December 14, 2021, the effective date for this transition is October 1, 2022.

Attachment 1. Expenditure Plan Advisory Committee Roster

Amandeep Jawa, Chair

Advocacy: Environment

Anni Chung, Vice Chair

Advocacy: Seniors and People with Disabilities

Jay Bain

Neighborhoods/Communities

Rosa Chen

Equity Priority Community/Community Advisory Committee

Majeid Crawford

Equity Priority Community

Zack Deutsch-Gross

Advocacy: Transit

Jessie Fernandez

Advocacy: Equity

Mel Flores

Equity Priority Community

Rodney Fong

Business/Civic: Large Business

Sharky Laguana

Business/Civic: Small Business

Aaron P. Leifer

Neighborhood/Community

Jessica Lum

Business/Civic: Tourism/Visitors

Jodie Medeiros

Advocacy: Walk

Maryo Mogannam

Business/Civic: Small Business

Maelig Morvan

Neighborhood/Community

Susan Murphy

Equity Priority Community

Calvin Quick

Advocacy: Youth

Pi Ra

Advocacy: Seniors and People with Disabilities

Maurice Rivers

Equity Priority Community

Eric Rozell

Equity Priority Community

Earl Shaddix

Equity Priority Community

Yensing Sihapanya

Equity Priority Community

Sujata Srivastava

Business/Civic: Civic

Wesley Tam

Neighborhood/Community

Kim Tavaglione

Business/Civic: Labor

Joan Van Rijn

Neighborhood/Community

Christopher White

Advocacy: Bike

Casandra Costello

Alternate: Business/Civic: Tourism/Visitors

Cathy de Luca

Alternate: Advocacy: Seniors and People with Disabilities

Daniel Herzstein

Alternate: Business/Civic: Large Business

Sasha Hirji

Alternate: Advocacy: Youth

Melvin Parham

Alternate: Equity Priority Community

Maribel Ramirez

Alternate: Equity Priority Community

Section 4. Scope of Ordinance. In connection with the amendments to Article 14 of the Business and Tax Regulations Code contained in Section 2 of this ordinance, the voters intend to amend only those words, phrases, paragraphs, subsections, sections, articles, numbers, punctuation marks, charts, diagrams, or any other constituent parts of the Business and Tax Regulations Code that are explicitly shown therein as additions, deletions, Board amendment additions, and Board amendment deletions in accordance with the “Note” that appears under the official title of the ordinance.

Section 5. If any section, subsection, sentence, clause, phrase, or word of this ordinance approving the 2022 Transportation Expenditure Plan and amending Article 14 of the Business and Tax Regulations Code, or any application thereof to any person or circumstance, is held to be invalid or unconstitutional by a decision of a court of competent jurisdiction, such decision shall not affect the validity of the remaining portions or applications of the ordinance. The voters hereby declare that they would have adopted this ordinance and each and every section, subsection, sentence, clause, phrase, and word not declared invalid or unconstitutional without regard to whether any other portion of this ordinance or application thereof would be subsequently declared invalid or unconstitutional.

Section 6. Effective and Operative Dates.

(a) As provided in California Public Utilities Code Section 131102, subdivision (b), the amendments to Article 14 of the Business and Tax Regulations Code in Section 2 of this ordinance shall become effective at the close of the polls on November 8, 2022.

(b) When the operative date of the 2022 Transportation Expenditure Plan in Section 3 of this ordinance and the amendments to Business and Tax Regulations Code Article 14 in Section 2 of this ordinance have been determined pursuant to Section 1405 of Article 14 as amended by the voters at the November 8, 2022 election, the City Attorney shall cause all references in Article 14 to “the operative date of the amendments to this Article 14 passed by the voters at the November 8, 2022 election” to be replaced by the actual operative date.

Section 7. Pursuant to California Constitution Articles XIIIA and XIIIC and California Public Utilities Code Section 131102, the approval of the 2022 Transportation Expenditure Plan and of the ordinance amending Article 14 of the Business and Tax Regulations Code shall be submitted to the qualified electors of the City and County of San Francisco at a special election that is hereby called and ordered to be held in the City on Tuesday, the 8th day of November, 2022, for the purpose of submitting to the electors of the City a proposition to approve the amendments to Article 14 of the Business and Tax Regulations Code set forth in Section 2 of this ordinance and the 2022 Transportation Expenditure Plan set forth in Section 3 of this ordinance. The special election called and ordered shall be referred to in this ordinance as the “Special Election.”

Section 8. The Special Election shall be held and conducted and the votes received and canvassed, and the returns made and the results ascertained, determined and declared as provided in this ordinance and in all particulars not recited in this ordinance such election shall be held according to the laws of the State of California (“State”) and the Charter of the City (“Charter”) and any regulations adopted under State law or the Charter, providing for and governing elections in the City, and the polls for such election shall be and remain open during the time required by such laws and regulations.

Section 9. The Special Election is consolidated with the General Election scheduled to be held in the City on Tuesday, November 8, 2022. The voting precincts, polling places, and officers of election for the November 8, 2022 General Election are hereby adopted, established, designated and named, respectively, as the voting precincts, polling places, and officers of election for the Special Election called, and reference is made to the notice of election setting forth the voting precincts, polling places, and officers of election for the November 8, 2022 General Election by the Director of Elections to be published in the official newspaper of the City on the date required under the laws of the State of California. The ballots to be used at the Special Election shall be the ballots to be used at the November 8, 2022 General Election.

Section 10. Pursuant to California Public Utilities Code Section 131108, subdivision (h), the Board of Supervisors hereby directs the Department of Elections to do the following: (a) include in the sample ballot mailed to the voters and the voter information pamphlet the full proposition as set forth in Sections 1 through 6 of this ordinance, but inserting the letter for the proposition where designated, and (b) include in the voter information pamphlet the entire adopted 2022 Transportation Expenditure Plan as set forth in Section 3 of this ordinance. In accordance with this Section 10, Sections 1 through 6 of this ordinance shall constitute the ballot measure submitted to the voters at the Special Election. The long title of the ballot measure submitted to the voters shall be the same as the long title of this ordinance, except that the final two clauses, “affirming the Transportation Authority’s determination under the California Environmental Quality Act; and making findings of consistency with the General Plan and the eight priority policies of Planning Code, Section 101.1,” shall be omitted, and the word “and” shall be inserted before the clause “authorizing the Transportation Authority to issue limited tax bonds secured by transactions and use tax revenues.”

Section 11. Pursuant to California Public Utilities Code Section 131055, the Board of Supervisors hereby directs that the 2022 Transportation Expenditure Plan shall be published once in the official newspaper of the City and County within 30 days of the Board of Supervisors’ enactment of this ordinance. Enactment occurs when the Mayor signs the ordinance, the Mayor returns the ordinance unsigned or does not sign it within 10 days of receiving it, or the Board overrides the Mayor’s veto of the ordinance.

Section 12. Environmental and Land Use Findings.

(a) The Authority has determined that the actions contemplated in this ordinance are not a project and not subject to the California Environmental Quality Act (California Public Resources Code Sections 21000 et seq.). Said determination is on file with the Clerk of the Board of Supervisors in File No. 220536 and is incorporated herein by reference. The Board affirms this determination.

(b) On March 23, 2022, the Planning Department determined that the actions contemplated in this ordinance are consistent, on balance, with the City’s General Plan and eight priority policies of Planning Code Section 101.1. The Board adopts this determination as its own. A copy of said determination is on file with the Clerk of the Board of Supervisors in File No. 220536, and is incorporated herein by reference.