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The '''Caltrain Modernization Program''' ('''CalMod'''), sometimes referred to as the '''Caltrain Electrification Project''', was a $2.44 billion project
Construction for CalMod began with a groundbreaking ceremony at Millbrae station on July 21, 2017 and completed in April 2024; after testing, inaugural revenue service with EMUs running under the overhead catenary began just over seven years later, on August 11, 2024. According to Caltrain, benefits accrued by electrifying the tracks and switching to EMUs include improved service times via faster acceleration and shorter [[headway]]s, and reduced air pollution and noise. In addition, it enabled planning and implementation to proceed for [[The Portal (San Francisco)|The Portal]], a planned [[railway tunnel]] to extend service approximately {{cvt|1|mi}} from its existing northern terminus into the rail station shared with [[California High-Speed Rail]] under downtown San Francisco's [[Salesforce Transit Center]], as diesel trains cannot serve underground stations.
Proposals for electrifying the line began as early as 1992 when the [[California Department of Transportation]] conducted an early feasibility study. For two decades, the project lay dormant due to lack of funding until Caltrain agreed to share its tracks with the [[California High-Speed Rail|California High-Speed Rail Authority]] (CHSRA), which was looking for a route for the legally mandated San Jose–San Francisco segment. The Authority agreed to partially fund the electrification project in exchange for rights to share the track. Construction contracts for electrification were awarded in July 2016 and [[groundbreaking]] was expected to occur in March 2017, but was delayed when the new [[United States Secretary of Transportation]] [[Elaine Chao]] indefinitely deferred federal funding just before construction was about to begin. That same month, Caltrain removed the contractor responsible for implementing PTC for failure to perform on budget and schedule. In May 2017, the [[Federal Transit Administration]] (FTA) announced its intention to sign the grant and reversed Secretary Chao's deferment. Construction formally began two months later.▼
==Overview==
With its completion, CalMod electrified {{convert|51|mi|km}} of tracks between [[San Francisco 4th and King Street Station|4th and King station]] and [[Tamien station]] and installed a PTC management system along the tracks. PTC is designed to fulfill federal safety mandates for passenger rail and is part of the [[Federal Railroad Administration]] (FRA) waiver to use EMUs on tracks shared with freight traffic. Funding for the project came from various federal, state, and local sources, including from the CHSRA. Stadler KISS units began delivery in March 2022, and system testing started in June 2023. The electrification of the line was completed in April 2024.<ref name="april2024">{{cite news |title=Caltrain fully energizes electrified corridor |url=https://www.trains.com/trn/news-reviews/news-wire/caltrain-fully-energizes-electrified-corridor/ |access-date=April 10, 2024 |work=[[Trains (magazine)|Trains]] |publisher=[[Kalmbach Media]] |date=April 10, 2024}}</ref> Caltrain began public operation of its electrified trainsets on August 11, 2024, with two trainsets, adding more each week until the full rollout of electric service on September 21. Some of the diesel locomotives and conventional passenger coaches will be retained for service south of Tamien.▼
CalMod electrified {{convert|51|mi|km}} of tracks between [[San Francisco 4th and King Street Station|4th and King station]] and [[Tamien station]] and installed a PTC management system along the tracks. PTC is designed to fulfill federal safety mandates for passenger rail and is part of the [[Federal Railroad Administration]] (FRA) waiver to use EMUs on tracks shared with freight traffic. Funding for the project came from various federal, state, and local sources, including from the California High-Speed Rail Authority (CHSRA).
▲Proposals for electrifying the line began as early as 1992 when the [[California Department of Transportation]] conducted an early feasibility study. For two decades, the project lay dormant due to lack of funding until Caltrain agreed to share its tracks with the
▲
==History==
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===Caltrain/HSR blended system===
[[File:StatewideRailMod BubbleMap 013013.jpg|thumb|right|
Despite increasing ridership, Caltrain experienced a budget crisis in 2011 that nearly forced it to cut service to peak commute hours only,<ref name=SFC-110121>{{cite news |url=http://www.sfgate.com/bayarea/article/Caltrain-seeks-answers-to-funding-crisis-2478068.php |title=Caltrain seeks answers to funding crisis |author=Cabanatuan, Michael |date=January 21, 2011 |newspaper=[[San Francisco Chronicle]] |access-date=March 30, 2017}}</ref> while funding sources for electrification remained unidentified. At the same time, the [[California High-Speed Rail|California High-Speed Rail Authority]] (CHSRA) was having trouble identifying a route from San Jose to San Francisco in the face of local opposition. In response, U.S. Representative [[Anna Eshoo]], State Senator [[Joe Simitian]], and Assemblymember [[Rich Gordon]] announced a "blended" plan to partially fund electrification with high-speed rail money in return for allowing high-speed rail trains to share tracks in the future.<ref>{{cite news|url=http://www.paloaltoonline.com/news/2011/04/18/reps-high-speed-rail-should-merge-with-improved-caltrain-system-in-san-jose-|title=Reps: High-speed rail should merge with improved Caltrain system in San Jose|newspaper=[[Palo Alto Weekly]]|author=Dong, Jocelyn and Gennady Sheyner|date=April 18, 2011|access-date=March 29, 2017}}</ref><ref>{{cite news |url=http://www.sfgate.com/opinion/editorials/article/Keeping-Calif-high-speed-rail-plan-on-track-2374647.php |title=EDITORIAL: Keeping Calif. high-speed rail plan on track |author=<!--Staff writer(s); no by-line.--> |date=April 21, 2011 |newspaper=[[San Francisco Chronicle]] |access-date=March 30, 2017}}</ref> Later, Caltrain announced that it had studied the plan and believed it to be feasible.<ref>{{harvnb|LTK Engineering|2012|p=3}}</ref>
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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.
==Funding==
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[[File:Stadler KISS of CFL in Trier in July 2014.jpg|thumb|right|Under U.S. federal regulations, light-weight trainsets such as this [[Stadler KISS]] belonging to [[Luxembourg]]'s [[Société Nationale des Chemins de Fer Luxembourgeois|CFL]] are not allowed to share rail lines with heavy freight trains.|alt=An image of a Stadler "KISS" electric train.]]
As a result of the blended plan, PCJPB mandated that Peninsula Corridor infrastructure and equipment should be compatible with future [[California High-Speed Rail|California High-Speed Rail Authority]] (CHSRA) trains.<ref name=ProgRail>{{cite magazine |url=http://www.progressiverailroading.com/passenger_rail/article/At-Caltrain-running-electric-multiple-units-is-a-key-component-of-the-agencys-long-term-growth-plans--32040 |title=At Caltrain, running electric multiple units is a key component of the agency's long-term growth plans |author=Cotey, Angela |date=July 2007 |magazine=Progressive Railroading |access-date=March 28, 2017}}</ref> CHSRA had proposed that mandated speeds and transit times could be met by using lighter-weight vehicles that did not comply with Federal requirements.<ref name=ProgRail /> These required physical separation between FRA "compliant" and "non-compliant" rail vehicles<ref>{{CodeFedReg |49|211}}, [https://www.ecfr.gov/cgi-bin/text-idx?SID=d7639aa51ad5d25def7e153058af5551&mc=true&node=pt49.4.211&rgn=div5#ap49.4.211_177.a Appendix A to Part 211]. Issued {{USFR|65|42546}} and amended {{USFR|74|25172}}</ref> and structural strength.<ref>{{CodeFedReg |49|238|subpart=C}}</ref> Caltrain saw this as an opportunity to apply for an FRA waiver to run lighter-weight EMUs, which could accelerate faster and provide headways as low as five minutes.<ref name="Peninsula Corridor Joint Powers Board 2009 4">{{harvnb|Peninsula Corridor Joint Powers Board|2009|p=4}}</ref> The December 2009 FRA waiver application detailed Caltrain's plans to prevent collisions: first, reduce the probability of collisions to nearly zero by employing temporal and spatial separation from freight rail and restricting freight traffic to the non-revenue hours, then mitigate the impact of a collision by deploying vehicles with crash energy management (CEM) structures, and then deployment of an enhanced [[positive train control]] system, designed to check for speeding trains and protect rail workers.<ref>{{harvnb|Peninsula Corridor Joint Powers Board|2009|pp=3, 5, 14, 48}}</ref>
Originally, Caltrain employed [[Parsons Brinkerhoff|Parsons Transportation]] to develop a custom PTC system, called CBOSS, for CalMod, but due to delays, Caltrain switched to [[Wabtec]] and their I-ETMS system. Caltrain announced the Federal Railroad Administration had certified its PTC implementation in December 2020.<ref>{{cite press release |url=https://www.caltrain.com/about/MediaRelations/news/Caltrain_Positive_Train_Control_Project_Certified_by_FRA.html |title=Caltrain Positive Train Control Project Certified by FRA |date=January 11, 2021 |publisher=Peninsular Corridor Joint Powers Authority |access-date=22 February 2021}}</ref>▼
Positive train control became a Federal mandate with the passing of the [[Rail Safety Improvement Act of 2008]].<ref name="Peninsula Corridor Joint Powers Board 2009 4"/> After review, the FRA waiver was granted in May 2010, marking the first time lighter-weight EMUs were allowed to share rails with freight in the United States.<ref>{{cite news |url=http://www.mercurynews.com/2010/05/27/electric-train-plan-granted-key-waiver/ |title=Electric train plan granted key waiver |author=Rosenberg, Mike |date=May 27, 2010 |newspaper=[[San Jose Mercury News]] |access-date=March 30, 2017}}</ref> The grant was conditioned on meeting nine additional requirements, including demonstrating minimum [[crashworthiness]], seating, improving grade crossing, meeting FRA positive train control standards in [[Title 49 of the Code of Federal Regulations]], part 236<ref>{{CodeFedReg |49|236|subpart=I}}</ref> with CBOSS, formalizing the temporal separation plan, and issuing a safety system program.<ref>{{cite letter |url=https://www.regulations.gov/contentStreamer?documentId=FRA-2009-0124-0014&attachmentNumber=1&contentType=pdf |last=Cothen Jr. |first=Grady C. |recipient=Michael Scanlon |subject=Docket Number FRA-2009-0124 |date=May 27, 2010 |access-date=March 30, 2017}}</ref>
▲Originally, Caltrain employed [[Parsons Brinkerhoff|Parsons Transportation]] to develop a custom PTC system, called CBOSS, for CalMod, but due to delays, Caltrain switched to [[Wabtec]] and their I-ETMS system. Caltrain announced the Federal Railroad Administration had certified its PTC implementation in December 2020.<ref>{{cite press release |url=https://www.caltrain.com/about/MediaRelations/news/Caltrain_Positive_Train_Control_Project_Certified_by_FRA.html |title=Caltrain Positive Train Control Project Certified by FRA |date=January 11, 2021 |publisher=Peninsular Corridor Joint Powers Authority |access-date=22 February 2021}}</ref>
===Environmental effects===
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[[File:Caltrain EMU interior upper deck.jpg|thumb|The interior of the upper deck of a Caltrain Stadler KISS.]]
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The Stadler KISS double-decker EMU that Caltrain ordered
Because the existing Caltrain platforms are at a different [[railway platform height|height]] compared to proposed high-speed rail vehicles, the EMU trains will be equipped with doors at two heights, at {{convert|22|in|adj=on}} and {{convert|50.5|in|adj=on}} above-top-of-rail, allowing Caltrain to eventually transition from the existing {{convert|8|in|adj=on}} low platforms to CHSRA-compatible high platforms, enabling unassisted boarding of all passengers as specified by the [[Americans with Disabilities Act of 1990]].<ref name=StadlerData />
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The first seven-car trainset was moved to Stadler's onsite test track in Salt Lake City for static testing in May 2020;<ref>{{cite news |url=https://www.railwayage.com/news/caltrain-emu-under-way-to-ttci/ |title=Caltrain EMU Arrives at TTCI (Updated) |date=February 25, 2021 |work=Railway Age |author=Vantuono, William C. |access-date=28 March 2021}}</ref> it was completed in July 2020<ref name=MT-2020>{{cite news |url=https://www.masstransitmag.com/rail/vehicles/press-release/21147913/caltrain-caltrains-first-complete-electric-multiple-unit-trainset-assembled |title=Caltrain's first complete electric multiple unit trainset assembled |date=July 28, 2020 |work=Mass Transit |access-date=4 May 2022}}</ref> and began low-speed initial type testing in November 2020.<ref>{{cite news |url=https://www.railwayage.com/passenger/first-electric-calmod-trainset-on-track/ |title=First CalMod EMU on Test Track |date=May 28, 2020 |work=Railway Age |author=Corselli, Andrew |access-date=28 March 2021}}</ref> It was shipped to the [[Transportation Technology Center]] in [[Pueblo, Colorado]] for dynamic type testing in February 2021,<ref>{{cite report |chapter-url=https://www.caltrain.com/media/19871/download?inline#page=27 |title=Peninsula Corridor Electrification Project: Monthly Progress Report |date=February 2021 |page=4-1 |chapter=4.1: Electric Multiple Units |publisher=Peninsula Corridor Joint Powers Board |access-date=17 September 2022}}</ref> and arrived in March 2021.<ref>{{cite news |url=https://www.railjournal.com/fleet/first-caltrain-emu-to-undergo-test-running-at-ttc-pueblo/ |title=First Caltrain EMU to undergo test running at TTC Pueblo |author=Cuenca, Oliver |date=March 2, 2021 |work=International Railway Journal |access-date=4 May 2022}}</ref> At the same time, one car was sent to [[Elmira, New York]] for environmental testing.<ref name=PCEP-Progress-2107/>{{rp|2–6}}<ref name=MT-2020/> New trains are scheduled to be delivered through 2024; the first tests of the new electric trainsets in California were scheduled for Spring 2022.<ref name=Seg4-Update-Nov-2021/>{{rp|18}}
In late March 2022, Caltrain received its first Stadler EMU trainsets at CEMOF.<ref>{{cite tweet |user=CVmakhijani |author=cv 🌁 |title=New Caltrain EMUs arrived last night! |number=1505750797388173316}}</ref><ref>{{cite web |url=https://sf.streetsblog.org/2022/03/23/first-caltrain-electrics-arrive/ |title=First Caltrain Electrics Arrive |author=Rudick, Roger |date=March 23, 2022 |publisher=Streetsblog SF |access-date=4 May 2022}}</ref> Two trainsets were displayed at the 4th and King station during a ceremony attended by politicians on September 24, 2022.<ref>{{cite news |url=https://www.masstransitmag.com/rail/vehicles/article/21281917/public-gets-first-glimpse-at-caltrains-new-electric-trainsets |title=Public gets first glimpse at Caltrain's new electric trainsets |author=Wanek-Libman, Mischa |date=September 26, 2022 |work=Mass Transit |access-date=3 October 2022}}</ref> In August 2023, Caltrain exercised an option
====EMD AEM-7AC====
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