Caltrain Modernization Program: Difference between revisions

Revision as of 13:27, 24 October 2024

Revision as of 00:27, 4 November 2024

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==Overview==

CalMod electrified {{convert|51|mi|km}} of tracks between [[San Francisco 4th and King Street Stationstation|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 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.

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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 Stationstation|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&nbsp;kV 60&nbsp;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 [[Salinas station]], which is not planned to be electrified, continue to be served with existing diesel locomotives.<ref name="factsheet">{{cite web|url=http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Electrification/PCEP+Fact+Sheet+February+2017.pdf|title=Peninsula Corridor Electrification Status Update (Feb 2017)|publisher=Caltrain|access-date=March 29, 2017 |archive-url=https://web.archive.org/web/20170329233819/http://www.caltrain.com/Assets/Caltrain+Modernization+Program/Electrification/PCEP+Fact+Sheet+February+2017.pdf |archive-date=29 March 2017 |url-status=dead}}</ref>

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&nbsp;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>