1. Dear Board Members and Local Policy Leaders,
Friends of Caltrain are glad to see that Caltrain and High Speed Rail are updating the Memorandum of
Understanding, bringing it in line with the current reality of the blended system.
Here are comments for the Memorandum of Understanding to foster the most constructive cooperation,
maximize support from local communities, and deliver the most effective rail service when the projects are
complete.
1) Caltrain should be the lead agency
The staff memo for the Caltrain Joint Powers Board and the HSRA recommended that Caltrain be the
lead agency for electrification and positive train control, but for HSRA to be the lead agency for further
improvements such as passing tracks.
Instead, Caltrain should be the lead agency for work on the Caltrain corridor. With Marian Lee's
leadership, Caltrain has done a good job at rebuilding trust on the corridor following the debacle of High
Speed Rail's high-handed outreach efforts. High Speed Rail does not currently have the trust of local
communities, and it would be very greatly preferable for the environmental work to be done by Caltrain.
In addition, for reasons of safety, Caltrain should play the role of project manager for construction work on
the Caltrain corridor.
If Caltrain needs financial and/or technical support to be able to serve this role the parties and funding
partners should negotiate a suitable arrangement.
2) Clarify ownership
The MOU should clarify that Caltrain continues to own the railroad right of way and fixtures including
passing tracks.
4) Work together to maximize blended system capacity.
The decision to implement a blended system imposes constraints on the capacity of the corridor.
Effective design and collaboration in the near term will help optimize the capacity of the blended system.
The parties will work together to design, fund and implement improvements that maximize the longterm
operational capacity of a blended system, including:
● common facilities to run any train on any platform
● multi-modal station access and vehicle parking
● station design facilitating convenient customer access
● traffic control operated jointly by both parties during operation of the blended system
Design options that materially affect ridership scenarios will be analyzed in Environmental Impact
analysis.

2. When the parties identify cost-effective investments that will maximize the long term operational capacity
of a blended system, the parties will work together within the framework of the MTC funding MOU to
identify funding sources for these improvements.
5) Clarify the items required to deliver blended operations
The staff memo to JPB and HSRA says that the parties will “develop an organizational framework to
deliver the early investment projects and continue planning for a blended system.”
This provision in the memorandum of understanding should itemize specific elements, including
● responsibility and principles determining share of maintenance and operating costs during
blended operations
● trackage rights and track usage fees, if this is the method under which High Speed Rail will
operate under the blended system
● responsibility for schedule and dispatching of trains, including cost sharing for these functions
These parameters affect the financial operating characteristics of High Speed Rail and should be included
in the 2014 update of the High Speed Rail business plan.
6) Strengthen language regarding the blended system
The new MOU describes the blended system and the need to work cooperatively with local communities.
That language can be strengthened in line with Caltrain's current positions.
● The MOU covers only the blended system in which Caltrain and HSR share tracks predominantly
within the Caltrain right of way
● The current Project-Level environmental clearance process is the only valid environmental
process and any previous Project-Level environmental work is obsolete
● Unless legally required, grade separation should be at the discretion of local government
● Functional specification changes such as speed mandating grade separation shall require
environmental clearance
7) Work together to meet reporting requirements of SB1029
● Caltrain and HSR Commit to create a project management and funding plan in accordance with
the requirements of SB 1029 (Section 3 provision 8)
● HSRA shall submit a Funding Plan and Accountability Plan for the Norther California segment
within one year according to provisions 5 and 7 of section 3
We are very glad to see the MOU being updated to reflect the blended system and look forward to
constructive collaboration to upgrade the corridor.
Sincerely,