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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 />
Contact wire height is planned toheights vary between {{convert|16|and|23|ft}}, depending on overhead clearance required, with the messenger wire another {{convert|2|to|5|ft}} above that, and pole height willheights vary between {{convert|30|and|50|ft}}. Nominal clearance under the contact wire will beis {{convert|23|ft}} to accommodate freight and non-electrified passenger rail service. Poles are nominally spaced {{convert|180|to|200|ft}} apart, but can be reduced to {{convert|75|ft}} for the tightest-radius bends (at [[Sierra Point (Brisbane)|Sierra Point]] in [[Brisbane, California|Brisbane]], and just north of {{cals|San Jose}}). Typical pole spacing in bends will beis {{convert|120|to|150|ft}}, and for straight sections of track, maximum spacing is {{convert|230|ft}} between poles.<ref name=DEIR-14-ch2 />
[[File:Traction Power Substation 1 (Caltrain) at South San Francisco.jpg|thumb|left|Traction Power Substation 1, South San Francisco (2022)]]
A total of ten electrical stations arewere plannedbuilt: two traction power substations, one switching station, and seven paralleling stations. Each traction power substation (TPS) is anticipated to havehas a footprint of {{convert|150|by|200|ft}} and would containcontains two 60 [[Volt-ampere|MVA]] transformers to step down supply power (at 115 kV AC) to the 2×25 kV AC required for the messenger/contact and feeder lines.<ref name=DEIR-14-ch2 /> The switching station (SWS) will beis located near the Redwood Junction, approximately halfway between the two traction power substations. The SWS will includeincludes a [[Overhead line#Neutral section (phase break)|phase break]] to electrically isolate the power supplied from each TPS and two 10 MVA [[autotransformer]]s, in a footprint of {{convert|80|by|160|ft}}. The paralleling stations (PS) each maintain system voltage with one or two 10 MVA autotransformers and have a footprint of {{convert|40|by|80|ft}}.<ref name=DEIR-14-ch2 />
PS3 in Burlingame was originally approved via the FEIR for a ___location near the intersection of California and Lincoln; however, this would interfere with plans to grade separate the crossing at Broadway, so PS3 was moved west of the tracks to a ___location near Mills and California.<ref>{{cite news |url=https://www.smdailyjournal.com/news/local/caltrain-updates-burlingame-on-electrification/article_25d28bb2-8bdb-11e8-9306-4b24cef0dd97.html |title=Caltrain updates Burlingame on electrification |author=Clark, Zachary |date=20 July 2018 |newspaper=San Mateo Daily Journal |access-date=4 September 2018}}</ref> Based on resident objections to the new site, however,<ref>{{cite news |url=http://www.ktvu.com/news/tensions-build-between-caltrain-burlingame-residents-over-tall-electrification-tower |title=Tensions build between Caltrain, Burlingame residents over tall electrification tower |author=Gary, Jesse |date=2 August 2018 |work=KTVU Fox 2 |access-date=4 September 2018}}</ref> the City of Burlingame offered an alternative site east of the tracks at 1369 North Carolan adjacent to the city-owned Corporation Yard.<ref>{{cite web |url=http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-08-02+-+PCEP+FEIR+Presentation.pdf |title=PCEP FEIR Addendum #5 – Relocation of PS-3 Burlingame |date=2 August 2018 |publisher=Peninsula Corridor Joint Powers Board |access-date=4 September 2018 |archive-date=September 4, 2018 |archive-url=https://web.archive.org/web/20180904192150/http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-08-02+-+PCEP+FEIR+Presentation.pdf |url-status=dead }}</ref><ref>{{cite web |url=http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-09-06+JPB+FULL+REVISED+PACKET.pdf |title=Peninsula Corridor Electrification Project - Proposed Modification to Siting for Paralleling Station 3 (PS-3) in Burlingame |author=Brownrigg, Michael |date=1 August 2018 |access-date=4 September 2018 |archive-date=September 4, 2018 |archive-url=https://web.archive.org/web/20180904192002/http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/2018/2018-09-06+JPB+FULL+REVISED+PACKET.pdf |url-status=dead }}</ref>
[[File:Peninsula Corridor, Lafayette overpass, Santa Clara.jpg|thumb|right|Single-pole structure (supporting wires for both northbound and southbound tracks) in Santa Clara at the Lafayette Avenue overpass (2021); the catenary wire for the northbound tracks are in place.]]
Segments are further divided into work areas, indicated by brackets in the list above. Work was scheduled to beginbegan in Segments 2 and 4 and proceedproceeded from north to south within each segment before moving on to Segments 1 and 3. The first work area was in the cities of South San Francisco and San Bruno.<ref name=ConstUpdates /> Within each work area, the first two months of activity involved tree pruning and removal, followed by three to five months of construction of the foundations for the overhead contact system poles. Once completed, construction of the electrical station(s) (if present) and pole and wire installation work in parallel and take about a year. By January 2022, all foundations were complete. Pole and wiring work in Segments 3 and 4 was also complete, with work remaining in Segments 1 and 2.<ref>{{Cite web|title=Caltrain Electrification Update January 24 2022|url=https://www.caltrain.com/Assets/caltrain+electrification+update.pdf|page=14|access-date=January 24, 2022|archive-date=January 24, 2022|archive-url=https://web.archive.org/web/20220124032645/https://www.caltrain.com/Assets/caltrain+electrification+update.pdf|url-status=dead}}</ref>
In Atherton, 18 trees were planned to be removed with an additional 63 trees pruned more than 25%. 83 trees would be replaced as a result, per the Atherton Tree Replacement Plan.<ref name="seg2-wa1.2">{{cite web|date=18 January 2018|title=Peninsula Corridor Electrification Update Meeting: Atherton Community Meeting|url=http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Atherton+Work+Area+Community++Meeting.pdf|access-date=31 January 2018|website=Caltrain|archive-date=February 1, 2018|archive-url=https://web.archive.org/web/20180201075300/http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Atherton+Work+Area+Community++Meeting.pdf|url-status=dead}}</ref> Atherton residents objected to the plans in November 2017, stating the five planned double-cantilever side poles (spanning both tracks from one side) were taller than expected, and asked PCJPB to redesign the OCS support to use ten shorter single-cantilever side poles (spanning one track each).<ref>{{cite news |url=https://www.almanacnews.com/news/2017/12/05/atherton-residents-protest-height-of-planned-caltrain-poles |title=Atherton residents protest height of planned Caltrain poles |author=Wood, Barbara |date=5 December 2017 |newspaper=Menlo Park Almanac |access-date=14 June 2018}}</ref><ref name=Almanac-1803>{{cite news |url=https://www.almanacnews.com/news/2018/03/01/caltrain-and-atherton-cant-reach-a-deal-on-electrification-poles |title=Caltrain and Atherton can't reach a deal on electrification poles |author=Wood, Barbara |date=1 March 2018 |newspaper=Menlo Park Almanac |access-date=14 June 2018}}</ref> In their response, PCJPB stated it would cost an additional $200,000 to redesign and would require more extensive tree removal; a later response asked that Atherton pay the difference and indemnify Caltrain from further lawsuits related to PCEP,<ref>{{cite web |url=http://www.ci.atherton.ca.us/DocumentCenter/View/4861/Item-18 |title=Item No. 18, Town of Atherton: Caltrain Electrification Project - Discuss and provide direction regarding Caltrain response letter dated February 6, 2018 |author=Kashiwagi, Michael |date=21 February 2018 |publisher=Town of Atherton |access-date=14 June 2018}}</ref> which Atherton rejected.<ref name=Almanac-1803 />
When work is being performed at a station, both northbound and southbound trains will stop on the same platform to accommodate station construction. Signs will be posted to indicate which platform remains active for passengers.<ref name=ConstUpdates />
Segment 4 is scheduled to bewas powered on in summer 2022, following testing of the new traction power facilities.<ref>{{Cite web |last=Caltrain |title=Electrification Update March 2022 |url=https://www.caltrain.com/Assets/Caltrain+Electrification+Update2.pdf |page=10 |access-date=March 3, 2022 |archive-date=March 3, 2022 |archive-url=https://web.archive.org/web/20220303052632/https://www.caltrain.com/Assets/Caltrain+Electrification+Update2.pdf |url-status=dead }}</ref>
===Specific modifications===
The Santa Clara Drill track, an existing maintenance track approximately {{convert|1.5|mi}} long from CEMOF to Santa Clara station, will bewas converted to an electrified test track.<ref>{{cite web |url=https://calmod.org/wp-content/uploads/Caltrain_Construction_NSJ-FACT_15Mar_Final.pdf |title=San Jose Traction Power Substation and Test Track Fact Sheet |date=March 2018 |publisher=Peninsula Corridor Joint Powers Board |access-date=5 June 2019 |archive-date=June 5, 2019 |archive-url=https://web.archive.org/web/20190605164443/https://calmod.org/wp-content/uploads/Caltrain_Construction_NSJ-FACT_15Mar_Final.pdf |url-status=dead }}</ref> Testing is anticipated to take place during the daytime between late 2019 and spring 2022.<ref>{{cite web |url=https://calmod.org/wp-content/uploads/PCEP_Community_Presentation_UNSCC_1.8.19_Final.pdf#page=32 |title=Caltrain Electrification Update: Presentation to the United Neighborhoods of Santa Clara County |date=January 9, 2019 |publisher=Peninsula Corridor Joint Powers Board |access-date=5 June 2019 |archive-date=October 9, 2021 |archive-url=https://web.archive.org/web/20211009191526/https://calmod.org/wp-content/uploads/PCEP_Community_Presentation_UNSCC_1.8.19_Final.pdf#page=32 |url-status=dead }}</ref> The rehabilitation of Santa Clara Drill track began in February 2018.<ref>{{cite web |url=https://calmod.org/wp-content/uploads/Caltrain-Test-Track-Postcard.pdf |title=Caltrain Test Track postcard |date=January 2018 |publisher=Peninsula Corridor Joint Powers Board |access-date=5 June 2019 |archive-date=June 5, 2019 |archive-url=https://web.archive.org/web/20190605164442/https://calmod.org/wp-content/uploads/Caltrain-Test-Track-Postcard.pdf |url-status=dead }}</ref> In April 2019, the anticipated completion date for the test track was in May 2020.<ref name=PCEP-Progress-1904>{{cite report |url=https://www.caltrain.com/media/635/download?inline#page=21 |title=Peninsula Corridor Electrification Project Monthly Progress Report |date=April 2019 |publisher=Peninsula Corridor Joint Powers Board |access-date=17 September 2022}}</ref> Testing is scheduled to start in late 2021.<ref name=Seg4-Update-Nov-2021>{{cite web |url=https://calmod.org/wp-content/uploads/Caltrain.Electrification.Segment-4.Community.Meeting.Nov_.2021.Final_.pdf |title=Caltrain Electrification Update: Santa Clara & San Jose |date=November 3, 2021 |publisher=Peninsula Corridor Joint Powers Board |access-date=9 November 2021 |archive-date=November 9, 2021 |archive-url=https://web.archive.org/web/20211109174554/https://calmod.org/wp-content/uploads/Caltrain.Electrification.Segment-4.Community.Meeting.Nov_.2021.Final_.pdf |url-status=dead }}</ref>{{rp|22}}{{update inline|date=October 2023}}
The four tunnels originally constructed for the Bayshore Cutoff will bewere modified to accommodate overhead wires.<ref name=PCEP-Q4-15 /> The tunnel lining will bewas notched at the crown to allow clearance under the wire for freight trains, which mainly removes [[shotcrete]] placed in 2004, but some of the historical brick lining may bewas removed as part of the tunnel modification work. In addition, up to {{convert|21|in}} of the decorative stone portal may bewas removed. In the FEIR, PCJPB noted they may exercise the option to lower tracks to minimize tunnel notching.<ref>{{cite report |chapter-url=http://www.caltrain.com/Assets/Caltrain+Modernization+Program/FEIR/3.4+Cultural.pdf |title=Peninsula Corridor Electrification Project, Final Environmental Impact Report |date=December 2014 |chapter=3.4: Cultural Resources |publisher=Peninsula Corridor Joint Powers Board |access-date=13 August 2018}}</ref>{{rp|3.4-19 to -21}} The tunnel notching work will bewas performed during weekends, so service between Bayshore and 4th and King will bewas replaced by buses starting on October 6, 2018, with a planned "late Spring 2019" resumption.<ref name=PCEP-Q4-15>{{cite web |url=http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/Board+of+Directors/Presentations/2018/2018-08-02+PCEP+Quarter+report.pdf |title=Peninsula Corridor Electrification Project, Q4 Quarterly Update #15 (April 1 – June 30, 2018) |date=2 August 2018 |publisher=Peninsula Corridor Joint Powers Board |access-date=10 August 2018 |archive-date=August 1, 2018 |archive-url=https://web.archive.org/web/20180801164108/http://www.caltrain.com/Assets/__Agendas+and+Minutes/JPB/Board+of+Directors/Presentations/2018/2018-08-02+PCEP+Quarter+report.pdf |url-status=dead }}</ref><ref>{{cite web |url=http://www.caltrain.com/riderinfo/newsletterandnotices/Weekend_SF_Caltrain_Closure_Oct__6__2018___Late_Spring_2019.html |title=Weekend SF Caltrain Closure Oct. 6, 2018 – Late Spring 2019 |publisher=Peninsula Corridor Joint Powers Board |access-date=25 September 2018 |archive-date=September 25, 2018 |archive-url=https://web.archive.org/web/20180925180736/http://www.caltrain.com/riderinfo/newsletterandnotices/Weekend_SF_Caltrain_Closure_Oct__6__2018___Late_Spring_2019.html |url-status=dead }}</ref>
[[Caltrain Centralized Equipment Maintenance and Operations Facility|CEMOF]] will bewas modified to accommodate the new EMUs. An existing inspection pit will bewas extended by {{convert|330|ft}}, allowing work over the entire length of a seven-car EMU train. In addition, a rolling maintenance platform will bewas added to the building to allow work on the top of the train cars, and a permanent tent will bewas erected for parts storage.<ref>{{cite report |url=https://calmod.org/wp-content/uploads/Caltrain.CEMOF-Modifications-Project.San-Jose.7.24.19.FINAL_.pdf#page=27 |title=Caltrain CEMOF Modifications/Electrification Update |date=July 24, 2019 |publisher=Peninsula Corridor Joint Powers Board |access-date=29 March 2021}}</ref><ref>{{cite web |url=https://calmod.org/construction/cemof-modifications/ |title=Caltrain CEMOF Modifications |publisher=Peninsula Corridor Joint Powers Board |access-date=29 March 2021 |archive-date=April 10, 2021 |archive-url=https://web.archive.org/web/20210410220936/https://calmod.org/construction/cemof-modifications/ |url-status=dead }}</ref>
===FRA waiver and I-ETMS PTC===
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