Caltrain Electrification

What is electrification?

Caltrain currently runs on diesel. The electrification project would convert diesel propulsion to electric propulsion. Electricity would be delivered to the trains through overhead wires.

Why Electrify?

- Faster, electric trains accelerate and stop more quickly.
- More service. Faster acceleration would allow more station stops with the same amount of travel time, which would restore service to some stations that had been reduced since 2004. Shorter travel times also allow the same trains to run more trips throughout the day.
- Cleaner, because electric trains will not spew tons of harmful diesel pollutants.
- Quieter, because electric trains have no diesel engines revving up day and night.
- More reliable, electric train motors experience less down time than diesel engines.
- Reduce dependence on foreign oil, because electric trains can take advantage of cleaner domestic electricity. For a fraction of the cost, electrification would save 1.7 times as much fuel as building a BART train line from San Jose to Fremont.

What is EMU?

EMU stands for electric multiple units. Instead of having a single locomotive that pushes or pulls passenger cars. The passenger cars would have their own electric motors. In the Bay Area, Muni Metro, VTA light rail, and BART trains are all electric multiple units.

EMUs are more reliable and have the same performance no matter how short or long a train is. EMUs trains can change their lengths easily, which permit shorter trains during off-peak hours to reduce costs.

Caltrain 2015 Presentation

BayRail Alliance and Caltrain Electrification

1983 — PR2000 releases a series of white papers, including "5-Point Program To Develop and Improve Peninsula Rail Service," to extend Caltrain to downtown San Francisco (from Fourth and Townsend to Market or Mission Street), increase its frequency and service hours to approach or match those of BART, operate electric-powered trains (instead of diesel), form a new transit district to operate Caltrain, and use self-service (POP) ticketing. Members hand out newsletters to train riders, make presentations to Peninsula city councils, SamTrans; appear on local radio stations.

1992 — PR2000 (later known as BayRail Alliance) successfully lobbies to include Caltrain electrification in Santa Clara County T2010 plan, and in the Measure A half-cent sales tax that is later struck down by the State Supreme Court. Caltrans electrification study confirms key part of 5-Point Plan. Peninsula Corridor Joint Powers Board (JPB) takes over Caltrain from Caltrans. Caltrans electrification study confirms key part of PR2000 5-Point Plan. On two advisory ballot measures, PR2000 helps persuade more San Mateo County voters to support Caltrain than BART. PR2000 heads off proposed SF initiative to prohibit SFO rail shuttle from connecting to Caltrain, an issue which PR2000 ultimately would lose.

 

Clem Tillier's rendition of an
electrified Caltrain
April 1999 — Newcomer Margaret Okuzumi helps PR2000 (now BayRail Alliance) mount pro-electrification faxed letter campaign. The JPB votes 5-to-4 at their May 6 meeting, to make electrification a near-term priority, instead of adopting the "go-slow" approach recommended by staff.

November 2, 1999 — After a campaign by SF-based groups and PR2000, SF voters pass Prop. H with 69% of the vote. It requires city officials to seek funding for, and build, Caltrain downtown extension to a new or rebuilt terminal on the present site of the Transbay Transit Terminal, to protect right-of-way for the extension, and also to "pursue electrification of the Caltrain line from San Francisco to San Jose prior to or concurrent with the extension of Caltrain downtown".

Caltrain Electrification Milestones

May 6, 1999: Caltrain board approved the Rapid Rail Plan, an $836 million rehabilitation and electrification program.