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=== Inaugural service ===
On August 10, 2024, Caltrain concluded its tests of the Stadler KISS on the line with a non-revenue special run from 4th and King to Diridon Station and back.<ref name="First Pax 2024">{{cite web | title=Caltrain Welcomes First Passengers on New Electric Trains | website=Caltrain | date=August 10, 2024 | url=https://www.caltrain.com/news/caltrain-welcomes-first-passengers-new-electric-trains | access-date=August 11, 2024}}</ref> Caltrain Board Chair Dev Davis, Governor [[Gavin Newsom]], [[Federal Railroad Administration]] chair [[Amit Bose (government official)|Amit Bose]], U.S. Senator [[Alex Padilla]], U.S. Representatives [[Nancy Pelosi]], [[Kevin Mullin]] and [[Anna Eshoo]], [[California State Transportation Agency]] chief Toks Omishakin, noted transit advocates and state legislators [[Phil Ting]] and [[Scott Wiener]], and the mayors of San Francisco and San Jose, [[London Breed]] and [[Matt Mahan]], respectively, were among the passengers.<ref name="Forrest 2024">{{cite web | title=Press Kit |last=Forrest|first=Julia| website=Canva | date=August 10, 2024 | url=https://www.canva.com/design/DAGLyjeLzxo/d_tHBkjd5J-6WIAvchWrOQ/view?utm_content=DAGLyjeLzxo | access-date=August 11, 2024}}</ref> Revenue service began the next day, and was scheduled to ramp up to its highest frequency by September 21.<ref name="Cano 2024">{{cite web | last=Cano | first=Ricardo | title=Why California's high-speed rail project could look different if Trump regains the presidency | website=San Francisco Chronicle | date=August 11, 2024 | url=https://www.sfchronicle.com/bayarea/article/california-high-speed-rail-trump-19628640.php | access-date=August 11, 2024}}</ref> On that date, Caltrain held a
==Funding==
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{{quote box|width=30.0em|align=right|quote=Modernizing Caltrain is a priority because we need an improved rail system that will help reduce our greenhouse gas emissions and serve our growing ridership. Not only will the electrification project reduce diesel emissions in this corridor by 96 percent by 2040, but it will also allow Caltrain to provide additional service to more stations, increasing ridership and providing faster service in Silicon Valley from San Francisco to San Jose.|author= —Jim Hartnett, Caltrain Executive Director<ref>{{cite web|url=http://www.masstransitmag.com/article/12186524/caltrain-modernization-program-to-electrify-bay-areas-silicon-valley-rail-corridor|title=Modernization: Electrifying the Bay Area's Silicon Valley Rail Corridor|publisher=Mass Transit Magazine|date=21 April 2016|author=Tasha Bartholomew|access-date=29 March 2017}}</ref>}}
The Peninsula Corridor Electrification Project (PCEP) electrified the entire {{convert|51|mi|adj=on}} right-of-way owned by the Peninsula Corridor Joint Powers Board (PCJPB), which extends from the San Francisco terminus at [[San Francisco 4th and King Street station|4th and King]] to a power substation south of [[Tamien Station]].<ref>{{harvnb|Caltrain|2015|loc=Chapter 2: Project Description|p=1}}</ref> New electrical infrastructure includes installation of approximately {{convert|130|to|140|mi}} of 25 kV 60 Hz single-phase AC overhead contact lines and ten new power stations (two traction power stations, a switching station approximately halfway along the line, and seven paralleling stations).<ref>{{harvnb|Caltrain|2015|loc=Figure 2-2, Chapter 2: Project Description}}</ref> Land totaling {{convert|290000|ft2|acre+ha|abbr=on}} was acquired from private property owners along the Peninsula Corridor in order to set up safety buffer zones between the overhead contact system and public property; PCJPB authorized [[Eminent ___domain in the United States|eminent ___domain]] proceedings in July 2017 in case negotiations broke down.<ref>{{cite news |url=http://www.smdailyjournal.com/news/local/caltrain-may-take-private-land/article_ed1c1ef4-62d3-11e7-99fb-1b1677cbb014.html |title=Caltrain may take private land |author=Weigel, Samantha |date=July 7, 2017 |newspaper=San Mateo Daily Journal |access-date=July 11, 2017}}</ref> Barriers were installed where road and pedestrian bridges cross over tracks to prevent damage to the electrical wires.<ref>{{harvnb|Caltrain|2015|loc=Chapter 2: Project Description|pp=9–10}}</ref> New electric trainsets were purchased for use on the new electrified segment, while service from Tamien to Gilroy, which is not planned to be electrified due to ownership by [[Union Pacific Railroad]] instead, continue to be served with existing diesel locomotives.<ref name="factsheet">{{cite web|url=
The second part of the CalMod project is a positive train control system, "CBOSS" (Communications Based Overlay Signal System), which is designed to meet federal safety requirements and as a condition set by the FRA to allow mixed traffic on the corridor. Key decisions in the development of CalMod can be traced back to the 1992 ''Feasibility Study'', which recommended 25 kV AC [[overhead line]]s;<ref name="Morrison Knudsen Corp. 1992 8"/> the 1998 ''Rapid Rail Study'', which recommended low-cost upgrades to first improve service and build demand;<ref name="Caltrain 1998 16"/> the 2006 ''Caltrain 2025'' proposal, which proposed the use of lightweight electric multiple units;<ref name=Project2025>{{cite report |url=http://www.caltrain.org/pdf/project2025/Project2025_REPORT_113006.pdf |title=Project 2025 |date=November 30, 2006 |publisher=Peninsula Corridor Joint Powers Board |access-date=March 29, 2017 |archive-url=https://web.archive.org/web/20071026221620/http://www.caltrain.org/pdf/project2025/Project2025_REPORT_113006.pdf |archive-date=October 26, 2007 |url-status=dead|pages=20–21}}</ref> the 2009 FRA waiver, which imposed certain conditions on mixed traffic;<ref>{{harvnb|Peninsula Corridor Joint Powers Board|2009|p=8}}</ref> and the 2012 memorandum of understanding with CHSRA, which resulted in a "blended" system to use the existing twin-track line as much as possible.<ref>{{harvnb|Caltrain|2012|pp=5–6}}</ref> The 2012 ''Blended Operations'' report concluded a new {{convert|8|mi|adj=on}} quad-track overtake section would allow Caltrain and CHSRA to coexist on the Peninsula Corridor with up to ten trains per peak hour: six Caltrain and four high-speed rail trains.<ref>{{harvnb|LTK Engineering|2012|pp=34–38}}</ref> Peak load on the system assuming twelve eight-EMU consists in each direction per hour was estimated to be approximately 75 MW, with the load generally remaining under 40-50 MW at any point.<ref>{{cite magazine |doi=10.1109/MVT.2009.932544 |author=Kneschke, Tristan A. |date=June 2009 |magazine=IEEE Vehicular Technology Magazine |volume=4 |issue=2 |issn=1556-6072 |pages=44–52 |title=Caltrain electrification}} [https://www.researchgate.net/publication/224468863_Caltrain_electrification alternate ResearchGate link with PDF]</ref>
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Power is supplied to the trains through an [[overhead line|overhead contact system]] (OCS), consisting of a messenger wire, which assumes a
The [[25 kV AC railway electrification#2 x 25 kV autotransformer system|2×25 kV autotransformer electrification system]] includes a third energized parallel negative feeder wire which helps control [[electromagnetic field]] propagation.<ref name=DEIR-14-ch2 /><ref name=HSR-Sibal>{{cite report |url=http://www.hsr.ca.gov/docs/programs/eir_memos/Proj_Guidelines_TM3_1_1_1R02.pdf |title=Technical Memorandum: Traction Power 2x25 kV Autotransformer Feed Type Electrification System & System Voltages, TM 3.1.1.1 |date=April 2010 |author=Sibal, Vinod |publisher=California High-Speed Rail Authority |access-date=14 June 2018}}</ref> The feeder wire is electrified at the same voltage and frequency, but is shifted 180° out of phase so the voltage difference between the contact wire and the feeder wire is always 50kV.<ref>{{cite web |url=http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M169/K717/169717211.docx |title=Resolution SED-2 adopting safety requirements governing the design, construction, installation, operation, and maintenance of the 25 kV AC (Alternating Current) railroad electrification system of the Peninsula Corridor Joint Powers Board (Caltrain) on the San Francisco Peninsula Rail Corridor |date=10 November 2016 |publisher={{DOClink}} Public Utilities Commission of the State of California, Electric Safety and Reliability Branch, Safety and Enforcement Division |access-date=14 June 2018}}</ref> The choice of a 2×25 kV autotransformer system means more traction power facilities are required in total, but also requires fewer traction power substations.<ref name=HSR-Sibal />
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