Caltrain Electrification and Positive Train Control

Caltrain Electrification visualization


The Peninsula Corridor Joint Powers Board’s (PCJPB or Caltrain’s) Electrification project will replace Caltrain’s existing diesel service with a fully electrified service from the 4th and King station in San Francisco to the Tamian station in San Jose. This is one of the main components of the Caltrain Modernization program (CalMod). The CalMod program provides the commuter rail system with the strategic vision to improve system performance while minimizing equipment and operating costs, and is critical to the long-term financial sustainability of Caltrain. The project’s various components include the installation of two substations for traction power, poles and an overhead contact system, and signal and grade crossing circuitry changes, as well as the acquisition of electric rolling stock, known as electric multiple units (EMUs), to replace the majority of the current diesel trains. The project will extend for 52 miles from San Francisco to San Jose. It will result in faster and more frequent service, reduction of air pollutant emissions, and reduction of noise and vibration.

The vehicle replacement portion of the Caltrain Electrification Project will take place concurrently with the electrification infrastructure portion. The first phase of the vehicle replacement project, part of the CalMod Early Investment Program, will procure 96 new EMU’s to replace 20 locomotives and 73 passenger cars on a seat-for-seat replacement basis at an estimated cost of $440 million in year-of-expenditures dollars. For the second phase, the remaining diesel locomotives and passenger cars will progressively be replaced as the vehicles reach the end of their useful life.

Caltrain has completed the preliminary engineering and the federal and state environmental phases of the Caltrain Electrification Project. The Environmental Assessment/Environmental Impact Report (EA/EIR) was submitted to the Federal Transit Administration (FTA) in March 2009 and the FTA issued a Finding of No Significant Impact on December 17, 2009. The project was subsequently put on hold due to lack of funding. In 2011, the Caltrain Electrification project received a Ruling of Particular Applicability from the Federal Railroad Administration to allow the use of non-compliant EMU trains on railroads that also serve diesel trains. More recently, in January 2015, Caltrain adopted the final environmental document and has since engaged with URS Corporation to provide Program Management services. Caltrain has also started the procurement process for the design-build Electrification contractor and the vehicle manufacturer. The contract for the former will be awarded in November 2015, while requests for proposals for the latter will be released in August 2015. Revenue service is anticipated by 2020.


In early 2012, the California High-Speed Rail Authority’s (CHSRA) 2012 Business Plan embraced a blended operations approach for the system and, most importantly, identified Caltrain as a recipient of early funding available from the state Prop 1A high-speed rail bond funds. Under this structure, Caltrain and the CHSRA will share the infrastructure from San Francisco to San Jose, staying within the existing right-of-way. Electrification of the peninsula rail corridor is a necessary investment to support the blended Caltrain and high-speed rail system. In the short-term, electrification will bring more commuter service to our region in a quieter and greener way. For the long term, electrification prepares the corridor to accommodate the high-speed rail system, which will provide a one-seat ride from downtown San Francisco to Los Angeles.

In 2012, the Authority entered into a memorandum of understanding (MOU) with the CHSRA, the Metropolitan Transportation Commission, the City and County of San Francisco, and five other stakeholders to establish a funding framework for a high-speed rail early investment strategy for a blended system in the Peninsula Corridor. The MOU commits each of the three PCJPB members (San Francisco, San Mateo and Santa Clara counties) to a local contribution of $60 million for the Early Investment Strategy for the Peninsula Corridor, comprised of the Caltrain Electrification and Advance Signal System projects, which has a total cost of $1.456 billion.


Engineers discuss aspects of the CBOSS project in the field

In parallel with the Electrification project, Caltrain is proceeding with the design and installation of the Advance Signal System, also known as the Communications-Based Overlay Signal System (CBOSS) or Positive Train Control Project. CBOSS is a system that tracks train locations and prevents unsafe train movements through the use of equipment on-board the locomotives and in the field along the alignment. In October 2011, Caltrain awarded a design-build contract to Parsons Transportation Group for the design and implementation of the $231 million CBOSS Project. Final design for the CBOSS was completed in January 2014, and full installation and certification is anticipated by May 2016, at an estimated cost of $231 million. See Caltrain’s project page for more information.

In addition to providing funding, the Transportation Authority is participating in a steering committee, composed of the signatories of the funding MOU, that oversees the program’s activities. The Transportation Authority also participates in the Peninsula Corridor Working Group and the Local Policy Management Group.

Find out more on the Caltrain Modernization Program web page. Learn more about high-speed rail at the California High-Speed Rail Authority web site.


Download our Caltrain Electrification Fact Sheet.

Map showing Caltrain route from San Jose to San Francisco