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Wikipedia

Caltrain

March 22, 2024

Not to be confused with Caltrans.
"CalTrain" redirects here. For the short-lived service in Los Angeles, see CalTrain (Los Angeles).

Caltrain (reporting mark JPBX) is a California commuter rail line serving the San Francisco Peninsula and Santa Clara Valley (Silicon Valley). The southern terminus is in San Jose at Tamien station with weekday rush hour service running as far as Gilroy. The northern terminus of the line is in San Francisco at 4th and King Street. Caltrain has 28 regular stops, one limited-service weekday-only stop (College Park), one weekend-only stop (Broadway), and one football-only stop (Stanford). While average weekday ridership in 2019 exceeded 63,000, impacts of the COVID-19 pandemic have been significant: in August 2022, Caltrain had an average weekday ridership of 18,600 passengers.[1]

Caltrain
Southbound train at Palo Alto in 2014
Overview
OwnerPeninsula Corridor Joint Powers Board
Area servedSanta Clara Valley
San Francisco Peninsula
Transit typeCommuter rail
Number of lines1
Number of stations31 (list)
Daily ridership18,600 per weekday[1]
Annual ridership5,443,800 (2023)[2]
HeadquartersSan Carlos, California
Websitecaltrain.com
Operation
Began operation1985 (as Caltrain)
1863 (as Peninsula Commute)
Operator(s)Southern Pacific (1870–1992)
Amtrak (1992–2012)
TransitAmerica Services (2012–present)
Reporting marksJPBX
Infrastructure manager(s)Union Pacific (Tamien–Gilroy)
Charactercommuter railroad with level crossings; limited freight service
Number of vehicles29 locomotives and 134 passenger cars (in revenue service)[3]
Train length1 locomotive, 5 or 6 passenger cars
Technical
System length77.2 mi (124.2 km)
No. of tracks2+[4]
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
ElectrificationOverhead line, 25 kV 60 Hz AC[5] (2024)
Top speed79 mph (127 km/h)
System map
Legend
Embarcadero station
via pedestrian tunnel
0.0 mi
0 km
 San Francisco
1.7 mi
2.7 km
 22nd Street
under I-280
Oakdale
proposed
3.9 mi
6.3 km
T Third Street (Muni Metro)
5.0 mi
8 km
 Bayshore
8.4 mi
13.5 km
9.1 mi
14.6 km
 South San Francisco
11.6 mi
18.7 km
 San Bruno
Fare zone 1
Fare zone 2
13.5 mi
21.7 km
 Millbrae
15.0 mi
24.1 km
Broadway
weekends only
16.1 mi
25.9 km
 Burlingame
17.8 mi
28.6 km
 San Mateo
18.9 mi
30.4 km
 Hayward Park
19.8 mi
31.9 km
20.1 mi
32.3 km
 Hillsdale
21.7 mi
34.9 km
 Belmont
23.0 mi
37 km
 San Carlos
25.3 mi
40.7 km
 Redwood City
Fare zone 2
Fare zone 3
27.6 mi
44.4 km
Atherton
closed
28.7 mi
46.2 km
 Menlo Park
29.9 mi
48.1 km
 Palo Alto
30.6 mi
49.2 km
Stanford
game days only
31.6 mi
50.9 km
 California Avenue
33.9 mi
54.6 km
 San Antonio
34.7 mi
55.8 km
Castro
closed
36.1 mi
58.1 km
 Mountain View
38.6 mi
62.1 km
 Sunnyvale
Fare zone 3
Fare zone 4
40.6 mi
65.3 km
 Lawrence
44.1 mi
71 km
 Santa Clara
(via )
45.5 mi
73.2 km
 College Park
CEMOF
46.7 mi
75.2 km
 San Jose Diridon
to Winchester
to Alum Rock
48.9 mi
78.7 km
 Tamien
Fare zone 4
Fare zone 5
↓
weekday
commutes
52.2 mi
84 km
 Capitol
55.5 mi
89.3 km
 Blossom Hill
Fare zone 5
Fare zone 6
67.3 mi
108.3 km
 Morgan Hill
71.0 mi
114.3 km
 San Martin
77.2 mi
124.2 km
 Gilroy
Salinas
under construction
Amtrak to Los Angeles
All stops are accessible except for 22nd Street, College Park and Stanford
This diagram:

Caltrain is governed by the Peninsula Corridor Joint Powers Board (PCJPB) which consists of agencies from the three counties served by Caltrain: Santa Clara, San Francisco, and San Mateo. Each member agency has three representatives on a nine-member Board of Directors. The member agencies are the Santa Clara Valley Transportation Authority, the San Francisco Municipal Transportation Agency, and the San Mateo County Transit District (SamTrans).

Historically served by diesel locomotives, Caltrain is electrifying 51 miles (82 km) of its route between 4th and King and Tamien; diesel trains will remain in service for trains to Gilroy.[6]

History edit

Southern Pacific service edit

Main article: Peninsula Commute
 
A Southern Pacific locomotive pulls a Peninsula Commute train past Bayshore in April 1985.

The original commuter railroad was built in 1863 under the authority of the San Francisco & San Jose Railroad;[7] it was purchased by Southern Pacific (SP) in 1870.

SP double-tracked the line in 1904 and rerouted it via the Bayshore Cutoff. After 1945, ridership declined with the rise in automobile use; in 1977 SP petitioned the state Public Utilities Commission to discontinue the commuter operation because of ongoing losses. California legislators wrote Assembly Bill 1853 in 1977 to allow local transit districts along the line to make bulk purchases of tickets for resale at a loss, subsidizing commuters reliant on the Peninsula Commute until 1980; more importantly, the bill also authorized the California Department of Transportation (Caltrans) to begin negotiating with SP to operate the passenger rail service and acquire the right-of-way between San Bruno and Daly City.[8]

To preserve the commuter service, in 1980 Caltrans contracted with SP and began to subsidize the Peninsula Commute. Caltrans purchased new locomotives and rolling stock, replacing SP equipment in 1985. Caltrans also upgraded stations, added shuttle buses to nearby employers, and dubbed the operation CalTrain.

Joint Powers Board edit

 
A Caltrain car manufactured by Nippon Sharyo

The Peninsula Corridor Joint Powers Board was formed in 1987 to manage the line. Subsequently, San Mateo and Santa Clara Counties commissioned Earth Metrics, Inc., to prepare an Environmental Impact Report on right-of-way acquisition and expansion of operations. With state and local funding, the PCJPB bought the railroad right of way between San Francisco and San Jose from SP in 1991. As SamTrans advanced most of the local fund used to purchased the right-of-way, it was also agreed that SamTrans would serve as the managing agency until San Francisco and Santa Clara Counties could repay their portions. The following year, PCJPB took responsibility for CalTrain operations and selected Amtrak as the contract operator. PCJPB extended the CalTrain service from San Jose to Gilroy, connecting to VTA light rail at Tamien station in San Jose.

In July 1995, CalTrain became accessible to passengers with wheelchairs. Five months later, CalTrain increased the bicycle limit to 24 per train, making the service attractive to commuters in bicycle-friendly cities such as San Francisco and Palo Alto.

In July 1997, the current logo was adopted, and the official name became Caltrain, dropping the capitalized “T”.[9]

In 1998, the San Francisco Municipal Railway extended the N Judah line from Market Street to the San Francisco Caltrain Station at 4th and King streets, providing a direct connection between Caltrain and the Muni Metro system. A year later, VTA extended its light rail service from north Santa Clara to the Mountain View station.

In June 2003, a passenger connection for the Bay Area Rapid Transit (BART) and Caltrain systems opened at Millbrae station just south of the San Francisco International Airport.[10]

In 2008, Caltrain reached an all-time high of 98 trains each weekday.

Caltrain announced on August 19, 2011 a staff recommendation to sign a five-year, $62.5 million contract with TransitAmerica Services, after taking proposals from three other firms, including Amtrak California, which had provided operating employees since 1992.[11] The new operating contract was approved by the full Joint Powers Board at its scheduled September 1 meeting. TransitAmerica Services took over not only the conductor and engineer jobs on the trains, but also dispatching and maintenance of equipment, track, and right-of-way from Amtrak. On May 26, 2012, TransitAmerica took over full operations.[12]

Baby Bullet service edit

Main article: Caltrain Express
 
Baby Bullet service was originally provided by MPI MP36PH-3C locomotives, although currently both types of equipment are used.

In June 2004, Caltrain finished its two-year CTX (Caltrain Express) project for a new express service called the Baby Bullet. The project entailed new bypass tracks in Brisbane and Sunnyvale as well as a new centralized traffic control system. The Baby Bullet trains reduced travel time by stopping at only four or five stations between San Francisco and San Jose Diridon station; the express trains could overtake local trains at the two locations (near Bayshore and Lawrence stations) where passing loops were added. Travel time for about 46.75 miles between San Francisco and San Jose is 57 minutes (four stops), 59 minutes (five stops) or 61 minutes (six stops), compared to 1 hour 30 minutes for local trains. The Baby Bullets have the same top speed of 79 mph (127 km/h) as other trains, but fewer stops save time. The CTX project included the purchase of new Bombardier BiLevel Coaches along with MPI MP36PH-3C locomotives.[13] The Baby Bullets proved popular, but many riders had longer commutes on non-bullet trains, some of which would wait for Baby Bullet trains to pass.[14]

Budget crises edit

In May 2005 Caltrain started a series of fare increases and schedule changes in response to a projected budget shortfall. The frequency of the popular Baby Bullet express trains was increased; two express trains were added in May and another ten were added in August. New Baby Bullet stops, Pattern B stops, were introduced. Another increase of $0.25 in basic fare came in January 2006.

On April 2, 2010, Caltrain announced the need to cut its services by around 50%, as it was required to cut $30 million from its $97 million budget because all three authorities that fund the line were facing financial problems themselves and $10 million a year in previous state funding had been cut. Revenues for both local and state agencies had been steadily declining, as well as ticket revenues at Caltrain itself, and had left all "beyond broke."[15]

On January 1, 2011, Caltrain cut four midday trains but upgraded four weekend trains to Baby Bullet service as a pilot program. This reduced its schedule from 90 to 86 trains each weekday. At the same time, it raised fares $0.25 and continued to contemplate cutting weekday service to 48 trains during commute hours only.[16] By April 2011, Caltrain's board had approved a budget with fare increases to take effect on July 1, 2011, and no service cuts. The budget gap would be closed with another $0.25 fare increase, a $1 parking fee increase to $4, and additional money from other transit agencies and the MTC.[17][18]

On February 17, 2017, California State Senator Jerry Hill introduced SB 797, which would permit the Peninsula Corridor Joint Powers Board to submit a regional measure for sales tax increase of 1⁄8th of one cent to the voters in the three counties served by Caltrain.[19] The regional measure would require a two-thirds majority (aggregated among the three counties) to pass, and would provide Caltrain with a dedicated revenue source estimated at $100 million per year.[20] For comparison, in fiscal year 2016 (ending June 30, 2016), the operating expenses for Caltrain were $118 million, and farebox revenues were $87 million,[21] leaving approximately $31 million in expenses to be funded by the PCJPB through its member agencies and county government contributions. SB 797 passed the California State Senate in May, and the State Assembly in September,[22] and Governor Brown signed the bill into law in October.[23]

Advocates for the increased tax cited its potential benefits to alleviate congestion along U.S. 101, which Carl Guardino quipped "has become so congested that we've changed its name to the '101 Parking Lot'."[24] Detractors pointed to Caltrain's bureaucracy and stated fares should be increased to improve services instead.[20] A poll of 1,200 voters in early May indicated support was strong enough to pass the sales tax increase,[25] if the tax would result in expanding ridership capacity.[26] The poll was sponsored by the Silicon Valley Leadership Group (SVLG), headed by Guardino, which predicted that daily ridership could rise to 250,000 with the improvements in service funded by the dedicated sales tax increase.[25] Potential capital projects which could use the dedicated funding include additional electric multiple units (making electric trains 8-EMU consists, rather than 6-EMU), extended boarding platforms, and the proposed Downtown Rail Extension to the Transbay Transit Center.[26] A dedicated tax was proposed in 2011, contemporaneously with the prior budget crisis, but polls at the time indicated insufficient support. After SVLG's May 2017 poll indicated strong support, they petitioned Hill to act.[26]

By early 2020, the joint powers board was planning to propose a one-eighth-cent sales tax for voter approval later in the year, to provide an estimated $108 million of dedicated funding for the system, which currently relies on rider fares for 70% of its revenue. This funding would have enabled Caltrain to run 168 trains per weekday, with rush-hour headways of 10 minutes, with the completion of electrification in 2022. BART-like service levels were projected to increase ridership significantly.[27]

In March 2020, Caltrain's ridership dropped by 95% due to the COVID-19 pandemic, resulting in losses of $9 million per month. The joint powers board recast the sales tax proposal as a way to keep the system afloat. Due to the COVID-19 measures and subsequent loss of approximately 75% of its ridership, Caltrain discontinued Baby Bullet service starting March 17, 2020.[28] Two weeks later, due to continued loss of ridership, Caltrain further cut service from 92 to 42 trains per weekday, starting March 30.[29] Average weekday ridership plummeted from approximately 65,000 (pre-pandemic) to 1,300. By June 15, service was increased to 70 trains per weekday, and limited (skip-stop) service was reinstated;[30] later that month, ridership had recovered to 3,200 per weekday.[31] In July, after the San Francisco Board of Supervisors initially declined to consider the ballot proposal, citing concerns about the system's governance structure, Caltrain officials warned that the agency would run out of operating funds and be forced to suspend service by the end of the year.[32][33][34] In August, San Mateo County officials agreed to make Caltrain more independent from SamTrans in exchange for placing the sales tax on the ballot.[35] In November 2020, Measure RR passed which created dedicated funding of a one-eighth cent sales tax.[36] The schedule was adjusted again starting December 14, with slightly fewer weekday trains (68) but more frequent off-peak and weekend service to support essential workers.[37]

The number of weekday trains returned to 70 starting March 22, 2021, and the schedule was adjusted to facilitate transfers to BART at Millbrae.[38] Caltrain began operation with a new schedule that exceeds pre-pandemic service on August 30, 2021; there are 104 trains operated per weekday, including reinstated Baby Bullet service. Headways for popular stations are as low as 15 minutes during peak commute hours (6–9 a.m. and 4–7 p.m.) and 30 minutes throughout the day before 11 p.m. for most stations. The separate Saturday and Sunday schedules were consolidated into a single weekend schedule with 32 trains per weekend day. All stations have a maximum headway of 60 minutes, including weekends, except for a 90-120 minute gap between the earliest weekend trains. In addition, fares were cut in half for September.[39]

Gilroy service was increased to four weekday round trips on September 25, 2023.[40]

Modernization and electrification edit

Main article: Caltrain Modernization Program

The Caltrain Modernization Program will electrify the main line between San Francisco and the San Jose Tamien station, allowing transition from diesel-electric locomotive power to electric rolling stock.[41] Proponents say electrification would improve service times via faster acceleration, allow better scheduling and reduce air pollution and noise. Electrification would also allow future expansion to downtown San Francisco.[42] Electrified vehicles require less maintenance, but electrification will increase required track maintenance by about the same dollar amount, at least initially. The plan calls to electrify the system between San Francisco 4th and King Street station and San Jose Tamien station. Originally scheduled for completion by 2020,[41][43] the schedule had slipped after three months of construction to December 30, 2021 and then April 22, 2022.[44] At that point, Caltrain plans to use electric multiple units and increase service to six trains per hour in each direction.[42][45]

The electrification project between San Francisco and Tamien is the first phase, the second phase being from Tamien station to Gilroy.[46] Cost, excluding electric rolling stock, for the first phase was estimated at $471 million (2006 dollars). By 2016, costs had increased to $1.7 billion.[47] Notably, in 2021, Caltrain stated that the overall cost of electrification had risen to $2.44 billion.[48] As part of the Caltrain Modernization Program and mandated by the federal government, positive train control (PTC) was installed along the route between San Francisco and San Jose by late 2015.[49]

Caltrain plans to use lighter electric multiple units that do not comply with the Federal Railroad Administration (FRA) crashworthiness standards, but instead comply with the International Union of Railways (UIC) standards, on the electrified lines. The FRA granted Caltrain a waiver to operate these units, which were previously banned on mixed-use lines with other FRA-compliant rolling stock due to concerns over crashworthiness, after Caltrain submitted simulation data showing UIC-compliant rolling stock performed no worse or even better than FRA-compliant rolling stock in crashes.[50][51] Caltrain plans to retain its newer diesel-electric rolling stock for use on the Dumbarton Extension and service south of Tamien.

 
Stadler KISS for Caltrain near the U.S. assembly plant in Salt Lake City

Caltrain awarded the electrification and EMU contracts at the July 7, 2016 PCJPB board meeting to Balfour Beatty and Stadler Rail, respectively,[52] signaling the start of modernization efforts that will make Caltrain more akin to rapid-transit services such as Bay Area Rapid Transit (BART) than traditional commuter services, and allow the future California High-Speed Rail trains to reach San Francisco utilizing Caltrain tracks. In August 2016, Caltrain ordered sixteen six-car double-decker Stadler KISS electric multiple unit sets from Stadler Rail.[5] The price is $166m for the 16 units, or $551m including an option of 96 more EMU cars.

However, the plans for an electrified Caltrain were put in jeopardy in February 2017 by the Trump administration when US Secretary of Transportation Elaine Chao decided to indefinitely delay granting the federal funding for the Caltrain electrification project that had been approved by the Obama administration.[53] One month later, in March 2017, the American Public Transportation Association (APTA) sent a letter to Secretary Chao calling the Caltrain delay "concerning." In more than two decades, the APTA wrote, "no project has failed to secure final signature after successfully meeting evaluation criteria."[54] In February 2017,[55] Caltrain fired Parsons Transportation Group and sued them for delays in designing the custom technologies necessary for the PTC system. They then went on to sign a contract with Wabtec, who would offer them the industry-standard PTC system.[56]

 
Groundbreaking for electrification project, July 21, 2017

On April 30, legislators in the United States Congress included $100 million for the Caltrain electrification project in the proposed 2017 federal spending bill, which was signed into law by President Trump on May 6.[57] The $100 million represents the federal funding for fiscal year 2017 of the total $647 million grant, with the balance expected in future years. Secretary Chao claimed she could not sign the grant without the full grant being budgeted, which was disputed by Caltrain and both California Senators Dianne Feinstein and Kamala Harris.[58] On May 22, the FTA announced its intent to sign the funding grant, restoring the final piece of funding for the electrification project.[59] The official grant was finally signed on May 23,[60] and Caltrain broke ground for the Peninsula Corridor Electrification Project on July 21, 2017 in a ceremony attended by local and state officials at the Millbrae station.[61]

In December 2018, it was reported that Caltrain was again behind schedule in installing PTC for the rail corridor,[56] and had requested a two-year extension.[62] The Federal Railroad Administration certified Caltrain's PTC project in December 2020.[63] The first electric trainset was shipped to the Transportation Technology Center for testing in February 2021.[64] In June 2021, Caltrain announced the start of revenue service with electric multiple units would be delayed to late 2024.[65]

In February 2022, the last foundation required for the new overhead catenary system was completed, with the entire line planned to be energised by summer 2022. Testing of the line would then begin using a AEM-7 electric locomotive, with revenue service planned for 2024.[66] On March 10, 2022, a southbound train struck a contractor's crane in San Bruno, injuring 13 people.[67]

Grade separation edit

As of February 2021, there were 41 at-grade crossings remaining along the PCJPB-owned right-of-way from San Francisco to Tamien:[68]: 13 

  • 2 in San Francisco
  • 29 in San Mateo County
    • Linden Ave (So. SF)[70]
    • Scott St (San Bruno)[71]
    • Center St (Millbrae)
    • Broadway (Burlingame)[72]
    • Oak Grove (Burlingame)
    • North Lane (Burlingame)
    • Howard Ave (Burlingame)
    • Bayswater (Burlingame)
    • Peninsula (Burlingame/San Mateo)
    • Villa Terrace (San Mateo)
    • Bellevue (San Mateo)
    • 1st, 2nd, 3rd, 4th, 5th, 9th (San Mateo)
    • Whipple, Brewster, Broadway, Maple, Main, Chestnut (Redwood City)[73]
    • Fair Oaks Ln (Atherton)
    • Watkins (Atherton)
    • Encinal, Glenwood, Oak Grove, Ravenswood (Menlo Park)[74]
  • 10 in Santa Clara County

In addition, there are 28 more at-grade crossings in Santa Clara County along the UP-owned right-of-way between Tamien and Gilroy, including crossings at Skyway Drive, Branham Lane, Chynoweth Avenue in south San Jose.[68]

The first grade separation project under PCJPB was completed in 1994, building a flyover for Oyster Point Boulevard in South San Francisco.[68]: 10  Additional grade separations were completed in 1995 (Fifth Ave in North Fair Oaks, depressed under rails), 1996 (Millbrae Ave in Millbrae, elevated above rails), and 1999 (Jefferson Ave in Redwood City, depressed under rails).[68]: 10  Grade separation projects near the Belmont and San Carlos stations (for Ralston, Harbor, Holly, Brittan, and Howard) were completed in 1995, and 2000;[68]: 10  these were "hybrid" crossings, executed as a combination of road depression and rails elevated on berms. The San Bruno station reconstruction was completed in 2014, separating the crossings at San Bruno, San Mateo, and Angus by elevating the rails on a long, curved berm.[68]: 10  In 2021, a similar hybrid grade separation project (25th, 28th, and 31st Avenues in San Mateo) was completed near the Hillsdale station, which was relocated north during the grade separation.[80]

In 2018, gates were down for an average of approximately 11 minutes at each crossing during a typical peak weekday commute hour.[68]: 7  The anticipated increase in rail traffic resulting from the completion of PCEP and implementation of CAHSR will result in additional road traffic delays for the remaining at-grade crossings along the Peninsula Corridor.

Proposed plans edit

Downtown San Francisco extension edit

Main article: Downtown Rail Extension
Downtown Rail Extension
Legend
 
future Second Transbay Tube
to Oakland
 
Transbay Transit Center
 
 
 
 
 4th & King
   
 
 
 
 
 
expanding underground to
4th & Townsend
 
 
 
 
 
 
&
This diagram:

A 1.3 mi (2.1 km) tunnel has been proposed to extend Caltrain from its north end in San Francisco at 4th and King to the newly built Transbay Transit Center,[81] closer to the job center of San Francisco and BART, Muni, Transbay AC Transit buses, and long-distance buses. As of 2012, only the structural "train box" below the Transbay Terminal had been funded and was being built.[82] In April 2012, the Metropolitan Transportation Commission decided to make the remainder of the $2.5 billion extension its top priority for federal funding.[83] The extension would also serve the California High-Speed Rail system.

An alternative proposal, by then-Mayor Ed Lee, would see the existing terminal and trains yards demolished, along with Interstate 280 in Mission Bay, and replaced with infill housing. Caltrain and high-speed rail would be extended to the Transbay Terminal in a new tunnel under Third Street.[84]

In April 2018, the alternative alignment through Mission Bay was rejected in favor of a revised alignment under Pennsylvania Avenue.[85] The new alignment would ultimately join the original alignment near 4th and King Station while tunneling under Pennsylvania Avenue from near 25th Street. As of 2023, the revised extension is projected to cost $6.7 billion and could open for service as soon as 2032.[86]

Dumbarton extension edit

Main article: Dumbarton Rail Corridor

Caltrain has been chosen to provide commuter rail service on a to-be-rebuilt Dumbarton Rail Corridor across the San Francisco Bay between the Peninsula and Alameda County in the East Bay. This project would add four stations to the Caltrain system: Union City, Fremont-Centerville, Newark, and Menlo Park/East Palo Alto. The two obsolete swing bridges along the corridor would be replaced.[87] Dumbarton Rail was scheduled to start construction in 2009 after a 30-month environmental review and begin service in 2012.[88] SamTrans, one of Caltrain's member agencies, already owns the right-of-way for the Dumbarton Rail Bridge. The bridge has not been used since 1982, when it was still owned by Southern Pacific, and about 33% of the bridge collapsed due to an arson fire in 1998. However, the project's estimated cost doubled between 2004 and 2006, to US$600 million,[89] and is financially problematic.[90] In January 2009, the Metropolitan Transportation Commission instead applied the funds to the BART Warm Springs Extension project in Fremont, delaying the Dumbarton rail project for at least a decade.[91]

South of Gilroy extension edit

Main article: Monterey County Rail Extension

Potential restoration of Del Monte-like service to Monterey had been identified as early as the Caltrans 1984-89 Rail passenger development plan. Amtrak declined to operate such service, but operations under Southern Pacific (by then running state-subsidized services) were studied with ridership forecast developed.[92] Extensions to Hollister have been proposed since at least 2003.[93]

Caltrain was approached by the Transportation Agency for Monterey County (TAMC) to extend service south of Gilroy into Monterey County. A draft environmental impact report stated the lack of public transportation between Monterey County and the Bay Area has resulted in increased private commuter vehicle traffic.[94] Traffic on US Highway 101 was projected to rise by up to 56% in 2020 compared to 1998 levels, resulting in unstable traffic flow from the Salinas city limits to the Santa Clara County line as a result.[94]

The concept of a Caltrain extension to Monterey County has been considered since at least 1996, with the cities of Salinas and Watsonville considering rail station improvements and construction between 1996 and 1998, culminating in a TAMC-sponsored Extension of Caltrain Commuter Service to Monterey County Business Plan in 2000. The proposed extension would create new stations and stops in Pajaro (serving Watsonville in adjacent Santa Cruz County at an estimated cost of US$6,585,000 (equivalent to $9,559,000 in 2022))[94] and Castroville (at an estimated cost of US$11,150,000 (equivalent to $16,186,000 in 2022))[94] before terminating at the existing Salinas Amtrak station with Coast Starlight service. The Salinas station would be rebuilt as an intermodal station to connect commuter rail with Monterey-Salinas Transit buses. A layover yard would be added to accommodate Caltrain crews and maintenance, and the total cost of the Salinas improvements was estimated at US$39,705,000 (equivalent to $57,637,000 in 2022).[94] The cost of operating commuter rail from the anticipated start of service until 2030 was estimated at US$64,900,000 (equivalent to $94,211,000 in 2022) for two daily round trips, including an expansion to four round trips daily within ten years.[94]

This project depends on state and federal funding availability, a possible local sales tax measure, and an agreement with Union Pacific, the owner of the Salinas-to-Gilroy tracks and right-of-way. This project is managed by TAMC, who released the Final Environment Impact Report (EIR) for this project in 2006.[95] This would complement another plan to re-establish rail service last provided by Southern Pacific's Del Monte Express which operated between Monterey and San Francisco.

In 2009, Caltrain requested that TAMC approach other train operators. TAMC subsequently opened discussions with the Capitol Corridor Joint Powers Authority and the Caltrans Division of Rail to extend Capitol Corridor service south from San Jose to Salinas using the same routing and stations.[96] The switch to Capitol Corridor was cited as an advantage, since CCJPA had experience with commuter trains sharing service on Union Pacific-owned freight right-of-way. Two Capitol Corridor trains would originate from Salinas in the mornings and run through to San Jose and on to Sacramento, with two evening trains making the return trip south to Salinas.[96]

By 2016, plans had shifted in favor of Amtrak California's Capitol Corridor to be the service extended to Salinas station.[97] However, with the awarding of Road Repair and Accountability Act funds in 2018, it was revealed that Caltrain again would operate to Salinas as the first commuter rail service with Capitol Corridor service to follow later.[98] As of March 2020, two daily Caltrain round trips were planned to begin in 2022 after the completion of the Salinas layover facility and trackwork at Gilroy. Future phases are proposed to add stations at Pajaro/Watsonville and Castroville, with the potential for up to six daily round trips.[99]

Oakdale infill station edit

 
A southbound train passing the proposed station site (June 2018); the Quint Street Lead can be seen branching east from the northbound mainline.

A study from 1988 evaluated replacing the Paul Avenue station with a new station to the north, at either Williams, Palou, or Evans, as part of the effort to relocate the home port for USS Missouri (BB-63) to the Hunters Point Shipyard, and concluded that with the completion of the Downtown Rail Extension, daily ridership could increase to 2,400. However, without the Downtown Extension, ridership would be limited to less than 100. The 1988 study concluded the preferred site was at Evans Avenue.[100]

The Bayview Hunters Point Community Revitalization Concept Plan (March 2002) identified the Oakdale-Palou area as the community's preferred location for the Caltrain station.[101] With the completion of the Caltrain Express project, service to Paul Avenue was reduced and the station was closed in 2005.[102] A feasibility study that year proposed a replacement station just north of Oakdale Avenue, next to the City College of San Francisco Southeast Campus in Bayview, 1.0 mile (1.6 km) north of the former Paul Avenue station, connecting with multiple bus lines.[103]: 18  The station would be near the Quint Street Lead, which is used by freight trains moving east to the Intermodal Freight Rail Cargo Transfer Facility near Piers 90–96.[103]: 27  A follow-up study in 2014 predicted daily ridership of around 2,350.[104][105]

The Southeast Rail Station Study (SERSS) was released in June 2022 and was endorsed by the San Francisco Planning Commission on July 14.[106] SERSS recommended a new Bayview Station should be located between Oakdale and Jerrold, over alternatives at Evans or at Williams.[107]: 7 

Near the proposed station, the Caltrain line is grade-separated from Oakdale (which passes over the rail line) and Quint. Prior to 2016, the rail line was carried over Quint on a steel bridge originally constructed for the Bayshore Cutoff in the early 1900s. In preparation for a new Oakdale station, the bridge over Quint was removed on April 30 and replaced by a berm completed in July 2016, which severed Quint between Oakdale and Jerrold.[108] A new road has been proposed to reconnect Quint to Jerrold on land belonging to Union Pacific, west of the tracks.[109]

California High-Speed Rail edit

The Caltrain line from Gilroy to San Francisco is part of the planned route of the California High-Speed Rail line. With the adaptation of the preferred alternative in July 2019 on the San Jose to Gilroy HSR section, dedicated HSR tracks are planned south and east of Gilroy station, while CAHSR trains would use a "blended" service, sharing tracks with Caltrain between San Francisco and Gilroy. Blended service CAHSR trains would travel at speeds up to 110 miles per hour (180 km/h) between Gilroy and San Francisco, and higher HSR speeds up to 220 miles per hour (350 km/h) south and east of Gilroy.[110]

Right of way edit

 
Bay Area regional commuter rail map; excludes metro (BART) and light rail (Muni Metro and VTA Light Rail) services

The Caltrain right of way between San Francisco and Tamien stations is owned and maintained by its operating agency, the Peninsula Corridor Joint Powers Board (PCJPB). PCJPB purchased the right of way from Southern Pacific (SP) in 1991, while SP maintained rights to inter-city passenger and freight trains. In exchange SP granted PCJPB rights to operate up to 6 trains per day between Tamien and Gilroy stations, later increased to 10 trains per day on a deal with SP's successor Union Pacific (UP) in 2005. Three round-trip freight trains operate daily over the line.[111]

Law enforcement services are provided by a division of the San Mateo County Sheriff's Office, under contract with PCJPB.[112][113]

Stations edit

Main article: List of Caltrain stations

The system has 31 stations. 28 stations are served daily, one (Broadway) is served on weekends only, one (College Park) is served during Bellarmine College Preparatory's commute times on weekdays only, and one (Stanford) is served on Stanford University's football game days only. San Francisco 4th and King Street is the northern terminus of the system, while Gilroy is the southern terminus. However, most trains originate and terminate at Tamien. The five southernmost stations—Capitol, Blossom Hill, Morgan Hill, San Martin, and Gilroy—are served only on weekdays during commute times in the peak direction, going toward San Francisco in the morning and toward Gilroy in the afternoon.[114] Twelve stations are served by the express train service known as Baby Bullet, inaugurated in 2004.[115] Santa Clara station is not long enough to accommodate six-car trains without minor service impacts.[116] Seven stations (Millbrae, Burlingame, San Carlos, Menlo Park, Palo Alto, Santa Clara and San Jose Diridon) are listed on the National Register of Historic Places.[117]

 
A southbound train holds outside the old South San Francisco station while passengers board a northbound train on the narrow island platform in July 2018.

The Southern Pacific Railroad originally built many stations with a side platform on the west side of the tracks to serve southbound trains, plus a narrow island platform between tracks to serve northbound trains. To protect northbound passengers from being struck by southbound trains, Caltrain implemented a "hold-out rule" (GCOR 6.30): if a train is stopped for passengers, an approaching train on another track must wait outside the station.[118][119] This rule caused numerous delays, especially after the Caltrain Express project added Baby Bullet trains that pass through many stations without stopping. Most stations have been rebuilt (often as part of larger projects) with side platforms or wider island platforms, thus avoiding the hold-out rule. They have included Redwood City in 1995; San Carlos in the late 1990s; Downtown Mountain View, San Mateo, and Menlo Park in 2000; Sunnyvale in 2002; Millbrae in 2003; Hillsdale in 2005; Burlingame and California Avenue in 2008, Santa Clara in 2012, and South San Francisco in 2021.[120][121][122] Weekday service at Broadway and Atherton was eliminated in 2005 due to the hold-out rule, while College Park has only limited service. Atherton station was closed altogether in December 2020.[123]

Maintenance and operations facility edit

 
Caltrain Centralized Equipment Maintenance and Operations Facility
Main article: Caltrain Centralized Equipment Maintenance and Operations Facility

The Centralized Equipment Maintenance and Operations Facility is the train maintenance yard and facility serving Caltrain, north of San Jose Diridon station in San Jose.[124] The US$140 million maintenance station began construction in 2004 and opened on September 29, 2007.[125][126] It consolidates much of Caltrain's maintenance and operations into one location.[127]

Ridership and financial data edit

The Peninsula Corridor Joint Powers Board purchased the right of way between San Francisco and San Jose for $212 million from Southern Pacific in 1991.

Operating expenses and farebox recovery edit

The operating expenses for fiscal year 2021 were $170,847,000. The fare revenue was $32,440,000, making the farebox recovery ratio 19.1%.[150] Operating expenses for fiscal year 2022 rose to $174,388,000 while fare revenue rose to $33,236,000, marking a modest gain in the farebox recovery ratio to 21%, still less than a third of pre-pandemic levels.[147][151]

Ridership edit

Caltrain ridership more than doubled between 2005 and 2015.[152] Ridership growth has been linked to the expansion of businesses near Caltrain stations, a shift in attitudes against the use of cars for commuting, and the expansion Caltrain service which has included extra trains and the introduction of fast express services (Baby Bullet service).[153][154]

Performance edit

According to the Rail and the California Economy study published in 2017, Caltrain Baby Bullet trains operate with a 95% on-time performance, defined as making stops within ten minutes of published schedules. In addition, Caltrain carries over 4,500 people per hour in each direction, equivalent to two freeway lanes in each direction. At current ridership levels, Caltrain directly removes 200 t (200 long tons; 220 short tons) of carbon dioxide emissions per day, displacing the equivalent of 10,000 vehicles per day, not counting any ancillary benefit from improved traffic flow resulting from reduced congestion.[155]

Ticketing edit

 
Seat checks used to verify fare payment in the 1990s

Caltrain operates as a proof-of-payment system. Each rider must buy a ticket prior to boarding the train that may or may not be checked during the trip. Tickets can be purchased at ticket vending machines located at all stations, as well as on the Caltrain app.[156][157] Ticket windows located at San Jose Diridon and Fourth and King were closed in 2005.

One-way tickets expire four hours after purchase, but round-trip tickets ("day passes") are good for unlimited rides within their zone limit until the last train of the day. A joint adult Caltrain/VTA Day Pass, valid through Zone 3 and intended for service to Levi's Stadium, costs an additional $6 and covers fares on VTA buses and light rail, with the exception of VTA Express service. A Zone Upgrade may be purchased to augment a valid one-way ticket, day pass, or monthly pass at $2 per zone, valid for four hours after purchase and in one direction only. Discounted 8-ride tickets and monthly passes are available only with a Clipper card. Caltrain eliminated sales of the 8-ride ticket as of October 1, 2017; existing 8-ride tickets would be honored through the end of October.[158] Seniors (aged 65 years and older), children (aged 17 years or younger), disabled, and Medicare card holders are eligible for a discounted fare at approximately half price (varies depending on the ticket).[159][160]

Zone fare structure edit

Caltrain stations are split into six zones. Zone 1 comprises all stations in San Francisco, plus South San Francisco and San Bruno stations in San Mateo County. Zone 2 comprises most stations in San Mateo County. Zone 3 comprises stations in northern Santa Clara County, plus Menlo Park station in San Mateo County. Zone 4 comprises stations in central Santa Clara County. Zones 5 and 6, which are used only during rush hour, comprise stations in southern Santa Clara County.

Fares for Caltrain service are based on the number of zones traveled, which is considered to be the number of zones "touched" between the origin and destination. For instance, a passenger that boards at a Zone 1 station and departs at a Zone 1 station is considered to travel within one zone. A passenger that boards at a Zone 2 station and departs at a Zone 4 station is considered to travel within three zones (Zones 2, 3, and 4).[159] When purchasing a ticket from the station ticket machine, the machine assumes the origin zone is the same as the station's zone, and prompts the passenger to select a destination zone, but the origin zone can be changed if necessary.[157]

Fare chart (as of 28 April 2021)[159]
Zones traveled Fare Type One Way[a] Day Pass[b] Zone Upgrade[a][c] Monthly[d]
TVM[e] Clipper TVM TVM Clipper
1 Regular 3.75 3.20 7.50 2.25/zone 96.00
Discount[f] 1.75 1.60 3.75 1.00/zone 48.00
2 Regular 6.00 5.45 12.00 2.25/zone 163.50
Discount[f] 2.75 2.60 6.00 1.00/zone 78.00
3 Regular 8.25 7.70 16.50 2.25/zone 231.00
Discount[f] 3.75 3.60 8.25 1.00/zone 108.00
4 Regular 10.50 9.95 21.00 2.25/zone 298.50
Discount[f] 4.75 4.60 10.50 1.00/zone 138.00
5 Regular 12.75 12.20 25.50 2.25/zone 366.00
Discount[f] 5.75 5.60 12.75 1.00/zone 168.00
6 Regular 15.00 14.45 30.00 2.25/zone 433.50
Discount[f] 6.75 6.60 15.00 1.00/zone 198.00
Notes
  1. ^ a b Valid 4 hours from time of purchase
  2. ^ Valid the on the day purchased, allows unlimited travel within the zones listed.
  3. ^ Valid one way, must be accompanied by another valid ticket. Not valid with 8-ride Ticket
  4. ^ Valid month of purchase.
  5. ^ Ticket Vending Machine
  6. ^ a b c d e f Eligible Discount Fare, applies to senior, disabled, youth, or Medicare. Conductor or fare inspector may request proof of age or eligibility.

Zone ticketing requires little infrastructure at the stations but can be expensive for passengers making a short trip that crosses a zone boundary (each zone is 13 miles long). Travel between Sunnyvale and Lawrence is a two-zone ride, since Sunnyvale is the southernmost station in Zone 3 and Lawrence is the northernmost station in Zone 4. A ride between Sunnyvale and Lawrence covers 2.0 miles (3.2 km) and costs $6, the same as San Francisco [Zone 1] to Redwood City [southernmost station in Zone 2], which covers a distance of 25.3 miles (40.7 km).

Payment edit

In August 2009 Caltrain became the fifth public transit agency in the San Francisco Bay Area to implement the Clipper card.[161] Monthly passes are implemented exclusively through the Clipper card;[160] in addition, some employer-sponsored annual Go passes are implemented through the Clipper card, starting in January 2019.[162] All passengers who use the electronic Clipper card to ride (including holders of monthly and annual Go passes) must remember to "tag on" with their card prior to boarding and "tag off" with their card after exiting the train.[163] If they board the train without tagging on, they will be subject to the same fines as riders without a ticket.[157][163] Passengers with monthly passes must tag on and off at least once before the 15th of the month to activate the pass, unless the monthly pass was added through a physical card interaction at a retailer or add value machine.[160]

Without a pass, stored cash on the Clipper card may be used to purchase a one-way ticket. Clipper card users receive a $0.55 discount on the one way full fares.[159] When tagging on, the stored cash value on the Clipper card is debited the maximum one-way fare from the originating zone, where the card was tagged on prior to boarding the train. When tagging off, the stored cash value on the Clipper card is credited according to the destination zone when leaving the train; pass holders are credited the full amount that was debited when tagging off. If passengers who use the Clipper card fail to tag off when they exit the train, they will be charged "the highest cash fare from [their] point of origin", including pass holders.[164] Because of the initial maximum fare debit when tagging on, passengers are required to have at least $1.25 stored cash on the Clipper card to avoid exceeding the card's allowable negative value limit when boarding Caltrain.[165]

For example, if a passenger tags on and boards a northbound or southbound train at San Mateo (Zone 2), their Clipper card will be debited for a five-zone one-way fare (Zone 2 to Zone 6, which is the most distant theoretical destination from the origin point, a one-way fare debit of -$12.20); if that passenger travels south and tags off at Sunnyvale (Zone 3), their Clipper card will be credited for the three zones not traveled (Zones 4, 5, and 6; +$6.75 credit overall) so the net deduction from stored cash is a two-zone one-way fare (Zone 2 to 3, -$5.45 with Clipper cash discount), unless the passenger has a pass; in that case, the passenger would receive a $12.20 credit. In the example given, failing to tag off means the initial five-zone fare debit (Zone 2 to 6, -$12.20) would remain. Because pass holders are credited only when tagging off, pass holders also would be charged the five-zone fare debit if they forget to tag off.[165]

Those who use a clipper card hear one beep or see a light flash when they tag on to begin their journey and see two flashes with a double beep when they tag off to end their trip. Three beeps mean the card does not have valid fare.[165] This ensures Caltrain is universally accessible beyond many other Clipper card acceptance mechanisms.

In 2018, Caltrain rolled out a mobile app allowing riders to purchase fares from Android and iOS smartphones. The Caltrain Mobile app was written by moovel North America, which has written apps with similar functionality for Santa Clara Valley Transportation Agency and San Francisco Municipal Transportation Agency.[166]

Fare enforcement edit

 
Caltrain proof-of-payment system sign

Before 2018, passengers who were unable to show a viable ticket were subject to fines of up to $250 plus court fees.[156][157] Approximately 2,100 riders are given verbal warnings or written citations per month for fare evasion, and, while the old system was in place, an average of 15 incidents of violence against conductors occurred every month as a result of fare enforcement. This has led to trains being delayed while waiting for the police to respond.[167] The fines for fare evasion were collected by the superior court system of the county in which the ticket is issued, and were not returned to Caltrain.[168] The complexity of the ticketing system meant that up to 65% of issued fine tickets were later overturned in court.[167]

Caltrain moved to a more streamlined process of issuing citations, effective February 1, 2018.[169] Rather than writing the citation on the spot, which takes up to fifteen minutes, the conductor will scan the photo ID, and an administrative penalty will be mailed to the address on record, bypassing the civil superior court system. In addition, the cost of the fine decreased to $75 per infraction, and Caltrain will retain the fees.[167] However, passengers who accrue a third (or more) fare evasion citation will be subject to traditional fines and/or criminal penalties through the superior court system.[169]

Logos, markings, and liveries edit

During the initial years as the state was assuming control (1980–1985), locomotives and rolling stock were leased from Southern Pacific. The leased "suburban" and "gallery" coaches continued to wear SP's standard dark grey. Locomotives wore SP's "Bloody Nose" paint scheme.

An experimental scheme was applied to SP/CDTX #3187 and three gallery cars (SP/CDTX #3700, 3701, 3702), unveiled on May 15, 1982;[170][171] the locomotive had a red nose and both locomotive and cars had the body painted silver (upper half) and dark blue (lower half) blue, separated by three stripes (blue, teal, and red). The scheme was nicknamed "Rainbow",[172] "Postal Service", or "Mailbox".[173]

When new equipment was introduced in 1985, CalTrain adopted a new logo and painted the newly acquired silver EMD F40PH locomotives with teal and blue stripes, matching the colors in the Caltrans logo.

After the new Caltrain logo was adopted in 1997, the F40PH locomotives were repainted to gray with a black roof, and the MPI MP36 locomotives ordered for Baby Bullet service wore gray with red accents.

  •  
    SP #3193 wears "Bloody Nose" pulling 3-car consist past San Mateo (1980)
  •  
    SP #3187 repainted in experimental CALTRAIN "Rainbow" livery (1985)
  •  
    916 "California" wears blue and teal stripes under state control (1985)
  •  
    907 "Mountain View" with Caltrans blue-and-teal stripes with the three "Rainbow" gallery cars CDTX 3700, 3701, 3702 (1985)
  •  
    New logo, new livery for F40PH (2012)
  •  
    MPI MP36 locomotives still carry as-ordered gray and red livery (2007)
  •  
    1982 logo used only on SP #3187
  •  
    1985–1997 logo
  •  
    1997–present logo
  •  
    1997–present roundel

Train numbering scheme edit

 
Train number locations on locomotives (top row) and control cars (bottom row)

Currently, each train on the schedule is assigned a three-digit number indicating direction, sequence and stop pattern. This number is not to be confused with the locomotive number, which is the 9xx number physically stenciled on each engine. The stopping scheme (L for local or limited, B for Baby Bullet service) and first digit are displayed on the leading element of the train (either the control car, for northbound trains, or the locomotive, for southbound trains). The practice of placarding train numbers dates back to when the trains were operated by Southern Pacific. The first digit and stopping scheme is posted on the trains as:[174][175]

  1. L1 (1xx) Local: approximately 100 min. (all stops, including service to/from Tamien on selected trains)
  2. L2 (2xx) Weekend local: 100 min. (all weekend trains make all stops, including service to/from Tamien on selected trains; includes weekend-only service to the Broadway station)
  3. L3 (3xx) Limited: 75 min. (limited service in the southern part of the route, and local service for stations north of Hillsdale, except no stops at Santa Clara and San Carlos)
  4. L4 (4xx) Limited: 75 min. (limited service in the northern part of the route, and local service for stations south of San Mateo, except no stops at South San Francisco and Bayshore)
  5. L5 (5xx) Limited: 75 min. (12-stop limited service with Baby Bullet stops plus additional stops in San Mateo, Menlo Park, Sunnyvale, Santa Clara, and Tamien (sometimes))
  6. L2/L6 (6xx) Holiday / Special: modified schedule for specific holidays, designated as L2, serving all stops;[176] also used as temporary schedule, designated as L6, providing limited-stop service comparable to L3, L4, and L5[177]
  7. B7 (7xx) Baby Bullet: 65 min. (7-stop limited service: San Jose Diridon, Mountain View, Palo Alto, Redwood City, Hillsdale, Millbrae, and San Francisco 4th and King)

Starting August 30, 2021, Caltrain changed the numbering scheme so the first digit reflects the service scheme and stopping pattern (local, limited, or Baby Bullet/express). The second two digits are incremented sequentially within the service type, and continue to reflect the direction of travel, so even numbers = southbound and odd = northbound. However, because the incrementation was within the service type, trains 101, 301, 401, 501, and 701 all run at different times and are not indicative of the sequence within a day.[174][175]

The legacy train numbering system also used a three-digit number:

  • The first digit for weekday trains was always 1, 2 or 3, indicating stopping pattern. 1xx trains were local trains that made all regular stops. 2xx trains were limited-service trains that skipped some stations. 3xx trains were Baby Bullet trains, and made the fewest stops.[178]
  • The first digit for weekend trains was always 4 or 8, also indicating stopping pattern. 4xx trains were local trains that made all stops. 8xx trains were Weekend Baby Bullet trains that made fewer stops.[179]
  • The second and third digits indicated the sequence number of the train. For instance, x01 was the first train of the day. These digits also indicated the direction of the train; odd-numbered trains run northbound, and even-numbered trains run southbound. Thus x02 is the first southbound train of the day, x03 is the second northbound train of the day, etc.

Rolling stock edit

Locomotives edit

Prior to 1985, Caltrain used equipment leased from Southern Pacific, including SP/CDTX 3187, an EMD GP9 repainted in prototype Caltrain livery[180] and other locomotives that had been used for the Peninsula Commute service. Since 1985, Caltrain has used the following locomotives, which are almost all powered by diesel engines:[3]

Builder Model Locomotive Numbers Years of Service Notes Image
EMD F40PH-2 902, 903, 907, 910, 914 1985–present Ordered new by Caltrans; Overhauled by Alstom in 1999; HEP generators retained original gear drive from main engine. To be retired when electric service starts.  
EMD F40PH-2CAT 900, 901, 904–906, 908, 909, 911–913, 915–919 1985–present Originally F40PH-2s; ordered new by Caltrans; overhauled by Alstom in 1999 and HEP generators were converted to separate Caterpillar 6-cylinder engines. Units 918 and 919 entered service in 1987. To be retired when electric service starts.  
MPI F40PH-2C 920–922 1998–present Cummins-powered HEP generators; underwent mid-life overhaul by MPI at Boise, Idaho between 2017 and 2020.  
MPI MP36PH-3C 923–928 2003–present Primarily used for "Baby Bullet" service. Locomotive No. 925 named after Jackie Speier; undergoing mid-life overhaul by Alstom at Mare Island in 2020  
EMD GP9 3187 1980–1985 Experimental "Rainbow" livery, leased from SP during transition to Caltrain.
500, 501 1999–2013 Work train/yard switcher service. Leased, then purchased from Power Fluids & Metals in 2000 to support right-of-way rebuild under the Ponderosa Project.[181] 500 and 501 are ex-SP 3833 & SP 3842, respectively. Sold to Motive Power Resources late 2012, left Caltrain on March 8, 2013.
EMD MP15DC 503, 504 2003–present Work train/yard switcher service. 503 and 504 are ex-SP 2691 and 2692, respectively;[182][183] originally built 1974, retired 1994.[184]: 18 [185]: 96   
EMD AEM-7AC (2) 929, 938 2023 (estimated) Ex-Amtrak AEM-7AC units 929 and 938, used for testing electrification.  

Caltrain also leased a number of Amtrak F40PH's in 1998 and 1999 while Caltrain's F40PH-2's were being overhauled.[citation needed]

Passenger cars edit

Currently, Caltrain trains consist of one locomotive and a five- or six-car consist. Trains run in a puller configuration (led by the locomotive) towards San Jose and in a pusher configuration (led by the cab car) towards San Francisco, so the orientation of cars remains consistent. From north to south, Nippon Sharyo five-car gallery consists are arranged as:

 
Interior of a Nippon Sharyo bi-level passenger car
  1. Cab/bike car
  2. Passenger trailer
  3. Passenger/luggage trailer
  4. Bike car
  5. Passenger trailer
  6. Locomotive

From north to south, Bombardier bi-level six-car consists are arranged as:[186]

  1. Cab/bike car
  2. Passenger trailer
  3. Passenger/luggage trailer
  4. Bike car
  5. Bike car (ex-Metrolink)
  6. Passenger trailer
  7. Locomotive

Caltrain has 93 Nippon Sharyo bi-level Gallery-type cars and 41 Bombardier BiLevel Coaches in revenue service as of 2017. Each revenue train consist is made up of a single type of car; the Bombardier cars are never mixed with the Nippon-Sharyo gallery cars. Of the Gallery cars, 66 are coaches and 27 are bike-accessible cab cars. Caltrans purchased the first 63 gallery cars in 1985 when it began subsidizing the commuter rail service. The other 30 were purchased by Caltrain in 2000, and the older cars were rebuilt by Nippon Sharyo around the same time.[3] Each gallery car has one set of doors on each side of the car.

The first 17 Bombardier BiLevel Coaches were purchased as surplus from Sounder Commuter Rail in 2002, of which 10 are coaches, 5 are cab-bike cars, and 2 are cab-wheelchair cars.[3][187] Caltrain purchased additional eight cars in 2008 to meet short-term passenger growth and to increase spare ratio. These Bombardier cars were initially only used on Baby Bullet express trains, but now also used on limited-stop and local trains.

All five-car Bombardier sets were lengthened to six-car Bombardier sets using surplus ex-Metrolink cars in May 2015.[188] In July 2016, six-car Bombardier sets replaced some five-car gallery sets to relieve overcrowding.[189] In November 2016, Caltrain rolled out six-car gallery sets for certain trains to further relieve overcrowding; the longer trains are intended to be temporary measures to increase capacity until more frequent service can be achieved with electrification.[190]

Ex-Metrolink cars edit

 
JPBX 165, an ex-Metrolink car in Caltrain service

Caltrain purchased 16 used Bombardier BiLevel Coaches from Metrolink in 2014 to cope with increasing ridership by lengthening certain Bombardier sets from five to six cars.[191][192] The $15 million purchase was financed by a farebox revenue fund.[191] Since the cars had retired from Metrolink service, they required up to a year of rehabilitation before being placed in service with Caltrain.[191] The ex-Metrolink cars were of older Series 1 and 2[191] that have riveted bodies, instead of the welded bodies in the Series 6 and 7 cars that Caltrain had purchased starting from 2002.[3][193]

Four of the cars were put into service in May 2015 while other cars await their refurbishments.[116] Ex-Metrolink cars have retained their Metrolink blue-on-white livery, but Metrolink logos have been painted over and rolling stock numbers have been repainted with JPBX numbers.[194]

Ex-VRE Budd cars edit

Caltrain bought 14 remanufactured Budd Rail Diesel Car ("Boise Budd") single-level cars from Virginia Railway Express around 2000 for use on Special-Event trains.[195] A seven-car special train took fans to the first game at Pac Bell Park on March 31, 2000. The northbound train ran at an estimated 125% of capacity and skipped stops after Hillsdale because it was already well above seated capacity.[196] These cars were sold in 2005 after Bombardier cars were delivered and are now in service on the Grand Canyon Railway.[197]

Passenger Cars of Caltrain[198][184]: 77–80 [185]: 91–95 
Builder Model Type Numbers Quantity Seats Year Notes Image
Entered Service Left Service
Nippon Sharyo Gallery Trailer-Luggage 3800-3825 26 142 1985 present 3842 built in 1987. Rebuilt by Nippon Sharyo 2001–02  
Trailer-Bike 3826-3835 10 108
Trailer 3836-3841 6 148
3842-3851 10 1986
3852-3865 14 120 2000 With wheelchair space and bathroom
Cab-Bike 4000-4020 21 97 1985 With bathroom
4021-4026 6 78 2000 With wheelchair space and bathroom
Bombardier Bi-Level Trailer-Bike 219 1 127 2003 present 220 & 226 built 2003. With accessible bathroom  
Trailer 220-226, 229-230 9 144 2002 present
231-236 6 140 2008 present
164; 165; 167; 169; 170-173; 175-182 16 149 2015 present With accessible bathroom.
Purchased from Metrolink.[199]
Originally built in 1997.
Cab-Bike 112-118 7 114 2002 present With accessible bathroom
119-120 2 114 2008 present
Budd Rail Diesel Car
(engine removed) 		Trailer 400-403; 406-407; 410-411; 413, 415, 425, 428 12 2000 2005 Built in 1952, acquired in 2000 for use on special event trains.
Sold to Grand Canyon Railway in 2005.[200]		  
Cab-Control 1400, 1406 2

Electric multiple units edit

 
A train consisting of new Stadler KISS EMUs undergoing testing in San Jose in November 2023

In August 2016, Caltrain awarded a $551 million contract to produce the trainsets needed for running on the electrified line – 96 Stadler KISS EMUs arranged into 16 trainsets will be delivered for testing by August 2019. Under the contract, Caltrain had the option to procure an additional 96 units in the future[201][202] for an additional $385 million.[203] In December 2018, Caltrain was reportedly carrying 65,000 passengers a day, and expected to have 240,000 daily riders in 2040. Therefore, after funding was received from the California State Transportation Agency's Transit and Intercity Rail Capital Program, Caltrain's board approved the purchase of additional cars from Stadler to increase the fleet from 16 six-car sets to 19 seven-car sets.[204][205][206]

In August 2023, Caltrain exercised an option order for four additional seven-car EMU trainsets ($220 million) and a single four-car battery electric multiple unit (BEMU) trainset ($80 million). This will result in a fleet of 23 EMU trainsets, six diesel-hauled trainsets, and one BEMU trainset by 2030, with over 90% of service using electric trains. The BEMU trainset will be used on the non-electrified portion of the corridor between San Jose and Gilroy.[207][208]

New trains will be double-decked, 515 feet 3 inches (157.05 m) long and equipped for both 22-and-50.5-inch (559 and 1,283 mm) platform heights in anticipation of sharing facilities with California High-Speed Rail trains.[209] Units can reach speeds of 110 mph (177 km/h), though operations will likely be limited to 79 miles per hour (127 km/h).[110]

Acceleration of the EMUs should be substantially better than current trains. The existing diesel-electric locomotives offer a starting tractive effort of 65,000 lbf (290 kN) for an EMD F40PH-2[210] and 85,000 lbf (380 kN) for an MPI M36PH-3C,[211] while a six-car KISS EMU set has a starting tractive effort of 121,400 lbf (540 kN).[209]

The first Stadler KISS was completed by Stadler's Salt Lake City factory in July 2020.[212] It was taken to the Transportation Technology Center in Pueblo, Colorado, for high-speed testing.[213]

Electric multiple units of Caltrain
Builder Model Type Numbers Quantity Seats Year Notes Image
Entered service Left service
Stadler KISS EMU 23 sets (161 cars) 2024 (planned)   On order/under construction  
BEMU 1 set (4 cars)

Miscellaneous/Maintenance-of-Way edit

Caltrain has several cars used for track maintenance, such as JPBX 505, a track geometry car. Some other rolling stock is infrequently used for special service, such as on the Holiday Train, an annual non-revenue train decorated with lights, carrying volunteer carolers, and making limited stops for toy donations.[214]

Non-Revenue Rolling Stock of Caltrain[185]: 96–97 [215][216]
Builder Model Type Numbers Quantity Year Notes Image
Entered Service Left Service
Budd SPV-2000 Track geometry car 505 1 2007 present Ex-Federal Railroad Administration (DOTX T-10)  
Caboose 598, 599 2 2000 present Ex-SP Bay Window caboose, built 1974.  
Flatcar 301–304 4 unk. present
701–704 4 unk. present Built 1975.
711MW, 712MW 2 unk. present Formerly from Golden Gate Railroad Museum; generally used for Holiday Train.  
E530 Gondola 851 1 unk. present Built 1976.
Ballast hopper 601–606 6 unk. present Built 1975 & 1976. Overhauled 2000.
11309, 11315, 11341 3 unk. present Built 1957.
11362, 11369, 11379 3 unk. present Built 1954.
11542, 11573, 11579 3 unk. present Built 1971.
11583, 11604, 11612, 11654, 11706, 11723 6 unk. present Built 1978.
Difco M110 Side dump 881–883 3 unk. present Built 1978.

Intermodal connections edit

Inter-City, Regional and Commuter rail edit

Caltrain has direct connections to three regional rail services; Bay Area Rapid Transit (BART) (with service to San Francisco, SFO, Oakland, Fremont, Richmond, Dublin, Concord, and Pittsburg) at Millbrae, Amtrak's Capitol Corridor and Coast Starlight trains, as well as the Altamont Corridor Express at San Jose Diridon station and the Santa Clara Transit Center.

The future San Jose BART extension would also introduce connecting BART service at Diridon station and Santa Clara station. The proposed Downtown Rail Extension, if completed, would connect Caltrain and the California High-Speed Rail project to BART in San Francisco proper through an underground pedestrian walkway between Caltrain platforms at the Salesforce Transit Center and BART's Embarcadero station.[217]

Bus/Light rail edit

Caltrain is served by a number of local bus/rail systems. These systems include the San Francisco Municipal Railway (Muni), San Mateo County Transit District (SamTrans) and Santa Clara Valley Transportation Authority (VTA). (Additionally, Golden Gate Transit of Marin and Sonoma Counties is within 20 minutes' walking distance, or a short Muni ride via the N or T lines, from Caltrain's northern terminus.)

In August 2005, as part of its Vasona light rail project, VTA light rail established its third transfer point with Caltrain at San Jose's central train station Diridon. In addition to many bus connections, VTA light rail service has two other Caltrain transfer points at San Jose's Tamien and at Mountain View.

The San Francisco Municipal Railway (Muni) has two light rail connections, the N Judah and T Third Street lines, at separate stops near the San Francisco 4th and King station. Muni intended to establish another light rail connection to the Bayshore station at Visitacion Valley in southern San Francisco for the T Third line, but this has been delayed indefinitely due to cost and design issues. The T Third opened on April 18, 2007 without the connection to Bayshore station.[citation needed] If the aforementioned Downtown Rail Extension is completed, the underground walkway between the Salesforce Transit Center and Embarcadero station would also connect Caltrain to Muni Metro's F Market & Wharves, J Church, K Ingleside, and M Ocean View, as well as providing a second connection to the N Judah and linking Caltrain with the California street cable car line. The extension to the Salesforce Transit Center would also directly link Caltrain with more Muni bus routes, transbay buses operated by AC Transit and Golden Gate Transit, and intercity buses operated by Greyhound and Megabus, as well as place Caltrain within walking distance of the Ferry Building.[217]

Airport edit

Caltrain passengers may transfer to BART or SamTrans at the Millbrae Intermodal Station for travel to San Francisco International Airport (SFO).

Prior to the opening of the airport extension in 2003 a free shuttle bus operated between Millbrae and the airport.[218] On June 24, 2018, SamTrans launched Route SFO, which provides service using buses equipped with luggage racks between the station platform at Millbrae and regular samTrans SFO terminal stops. Fares on Route SFO match samTrans local pricing.[219][220]

Caltrain passengers can connect to San Jose International Airport via VTA bus No. 60 at the Santa Clara Transit Center.[221]

Since Caltrain does not run in the East Bay, connections to Oakland International Airport must utilize BART's Oakland Airport connector at Coliseum station, itself reachable by boarding a red line train at Millbrae and subsequently transferring to a blue or green line train between Daly City and West Oakland, or by transferring to VTA light rail's orange line at Mountain View and transferring to green or orange line BART services at Milpitas. Passengers can also board the AC Transit system in Hillsdale or Palo Alto via their respective Caltrain stations.

Regional express bus edit

Caltrain is also served by AC Transit from Hayward at the Hillsdale station (Line M) and at Palo Alto station (Line U). This is in addition to the Dumbarton Express from Union City/Fremont at Palo Alto. Furthermore, Amtrak's Highway 17 Express bus from Santa Cruz and Monterey-Salinas Transit from Monterey at San Jose, as well as San Benito County Express from Hollister at Gilroy.

Bus shuttle edit

Caltrain sponsors many shuttle routes serving local employers on the Peninsula and in Silicon Valley. Shuttle connections via the Stanford Marguerite Shuttle are available to Stanford University at the Palo Alto and California Avenue stations and San Jose State University at the San Jose station.

Bicycle access edit

 
Caltrain "Bike Car" sign posted by car door

Caltrain was one of the first commuter rail services to add bicycle capacity to its trains, inaugurating bicycle service in 1992 by allowing four bikes on certain trains.[222]

Bicycle policies edit

All bicycle rack-equipped cars have a yellow "Bike Car" sign posted by the door. Cyclists are required to tie their bicycle to the rack with the bungee cord provided, and must be racked so they do not protrude into the aisle. Each rack can accommodate four bicycles. Because the bikes are stacked together against the racks, most riders place a destination tag, available from a conductor, on their bicycles to optimize placement and minimize shuffling.[223][224]

Cyclists must be at least six years old, and cyclists younger than 12 must be accompanied by an adult and capable of carrying their own bike on and off the train.[223] Bicycles must be single-rider, with a maximum of 80 inches (2,000 mm) in length, and tandem or three-wheel bikes are not allowed. Bulky attachments such as training wheels, trailers, saddlebags, and baskets are similarly not allowed.[223] Folding bicycles are not restricted and can be carried on any car when folded; they may not be placed on seats or block aisles.[223]

 
Bicyclists waiting to board Caltrain at Palo Alto station

The variation on bicycle capacity between trainsets has generated criticisms from the bicycling community, as cyclists may be denied boarding when a train reaches its bicycle capacity. The Baby Bullets, favored by many cyclists, often use lower bike-capacity Bombardier cars and cyclists may have to wait for slower trains with higher-capacity gallery cars, or seek alternate transportation.[225]

Due to equipment rotation and maintenance concerns, Caltrain said in 2009 that it could not dedicate cars with higher bike capacity on trains with high bike demand.[226] Eventually, two bike cars were added to every train consist by 2011,[227] and in 2016, a third bike car was added to Bombardier consists.[186]

To provide an alternative to bringing bicycles on board the trains, Caltrain has installed bicycle lockers at most stations, and constructed a new bicycle station at the San Francisco station.[228] In early 2008, Caltrain sponsored Warm Planet bicycle station opened at the 4th and Townsend terminus. A bicycle station was open at the Palo Alto station from April 1999 to October 2004, and reopened in February 2007.[229] Nearly all stations have racks and/or lockers available to park bicycles.[230]

Bicycle cars edit

The initial pilot program launched in 1992 allowed up to four bikes per train for off-peak service, with bicycles were carried in the cab car (northernmost car). Bicycle capacity was expanded to twelve bikes per train for all trains in 1995, followed by a doubling to 24 bikes per train for all trains in 1996.[231]

 
A bicycle rack aboard a Caltrain gallery car

Starting in 2001, gallery cars were modified for bicycle service.[231] Gallery cars modified for bicycle service removed seats from the lower level in the north half of the car, resulting in space to carry 32 bicycles per car. By 2006, Bombardier cars were also modified for bicycle service by partially removed seats from the lower level of the car, resulting in space to carry 16 bicycles per car.[222]

It was suggested that Caltrain could increase bicycle capacity by removing some seats from bicycle cars. Initially Caltrain rejected this idea because some trains are operated at seated capacity[228] and the seat removal would take space from other passengers. However, in early 2009 Caltrain announced that it would be expanding bicycle capacity by 8 spots by removing some seats in the bike cars, bringing bike capacity to 40 bikes on gallery cars and 24 bikes on Bombardier cars.[222] The expansion started several months later.[232] After this, bike capacity on trains was expanded by increasing the number of bike cars in a consist, rather than further modifying cars.

Train consists edit

At first, only the cab/control car (the northernmost car) of each train consist was modified for bicycle service.[232] Prior to 2009, Bombardier consists could carry 16 bicycles, and gallery consists could carry 32 bicycles. With the removal of additional seats in 2009, capacity rose to 24 and 40 bicycles, respectively.[222]

In the fall of 2009, all Bombardier consists and some gallery consists substituted a second bike car for one of the passenger trailers. The remaining gallery consists continued with a single bike car,[226] resulting in a carrying capacity of 48 bicycles (on Bombardier consists) or 40–80 bicycles (on gallery consists with one or two bike cars).[232] Due to demand, in 2011, the remaining gallery sets modified a passenger trailer to take bicycles, giving two bike cars to all consists, increasing capacity on all gallery consists to 80 bicycles per train.[233] 10 gallery trailer cars, 3826-3835, had their lower-level seats removed in 2011.[3][227] Although the Baby Bullet runs initially used five-car Bombardier consists, many of the Baby Bullet runs returned to five-car gallery sets due to their superior bicycle capacity, since demand for bicycle car access was high.

Prior to 2016, both Bombardier and gallery trains used five-car consists. With the purchase of Bombardier cars from Metrolink, Caltrain announced in January 2015 that roughly half of the additional ex-Metrolink cars will be converted to bike cars with capacity for 24 bikes, so some trains running Bombardier cars will be six-car consists, of which three will be bike cars.[234]

Six-car Bombardier consists started running in May 2015, but the third car was not converted for bike service until March 2016. Five of the Bombardier cars were refurbished as bike cars and entered service in March 2016. All Bombardier consists are now six-car sets with three bike cars and three passenger cars. The third bike car is just south of the existing southern bike car. The third bike car is being placed next to the other bike car to help conductors to manage bike capacity.[235] Official bike capacity for six-car Bombardier consists is 72 (24 bikes × 3 cars), comparable to the 80-bike capacity of five-car gallery consists (40 bikes × 2 cars).

See also edit

References edit

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March 22, 2024
caltrain, confused, with, caltrans, caltrain, redirects, here, short, lived, service, angeles, caltrain, angeles, reporting, mark, jpbx, california, commuter, rail, line, serving, francisco, peninsula, santa, clara, valley, silicon, valley, southern, terminus,. Not to be confused with Caltrans CalTrain redirects here For the short lived service in Los Angeles see CalTrain Los Angeles Caltrain reporting mark JPBX is a California commuter rail line serving the San Francisco Peninsula and Santa Clara Valley Silicon Valley The southern terminus is in San Jose at Tamien station with weekday rush hour service running as far as Gilroy The northern terminus of the line is in San Francisco at 4th and King Street Caltrain has 28 regular stops one limited service weekday only stop College Park one weekend only stop Broadway and one football only stop Stanford While average weekday ridership in 2019 exceeded 63 000 impacts of the COVID 19 pandemic have been significant in August 2022 Caltrain had an average weekday ridership of 18 600 passengers 1 CaltrainSouthbound train at Palo Alto in 2014OverviewOwnerPeninsula Corridor Joint Powers BoardArea servedSanta Clara ValleySan Francisco PeninsulaTransit typeCommuter railNumber of lines1Number of stations31 list Daily ridership18 600 per weekday 1 Annual ridership5 443 800 2023 2 HeadquartersSan Carlos CaliforniaWebsitecaltrain wbr comOperationBegan operation1985 as Caltrain 1863 as Peninsula Commute Operator s Southern Pacific 1870 1992 Amtrak 1992 2012 TransitAmerica Services 2012 present Reporting marksJPBXInfrastructure manager s Union Pacific Tamien Gilroy Charactercommuter railroad with level crossings limited freight serviceNumber of vehicles29 locomotives and 134 passenger cars in revenue service 3 Train length1 locomotive 5 or 6 passenger carsTechnicalSystem length77 2 mi 124 2 km No of tracks2 4 Track gauge4 ft 8 1 2 in 1 435 mm standard gaugeElectrificationOverhead line 25 kV 60 Hz AC 5 2024 Top speed79 mph 127 km h System mapShow interactive mapLegendBay Area Rapid Transit to the East BayMuni MetroEmbarcadero stationvia pedestrian tunnelTransbay Transit CenterplannedDowntown Rail Extensionplanned0 0 mi0 km San Francisco1 7 mi2 7 km 22nd Street under I 280Oakdaleproposed3 9 mi6 3 km Paul AvenueclosedT Third Street Muni Metro 5 0 mi8 km BayshoreSan FranciscoSan Mateo County8 4 mi13 5 km Butler Roadclosed9 1 mi14 6 km South San Francisco11 6 mi18 7 km San BrunoFare zone 1Fare zone 213 5 mi21 7 km Millbrae15 0 mi24 1 km Broadwayweekends only16 1 mi25 9 km Burlingame17 8 mi28 6 km San Mateo18 9 mi30 4 km Hayward Park19 8 mi31 9 km Bay Meadowsclosed20 1 mi32 3 km Hillsdale21 7 mi34 9 km Belmont23 0 mi37 km San Carlos25 3 mi40 7 km Redwood CityFare zone 2Fare zone 327 6 mi44 4 km Athertonclosed28 7 mi46 2 km Menlo ParkSan Mateo CountySanta Clara County29 9 mi48 1 km Palo Alto30 6 mi49 2 km Stanfordgame days only31 6 mi50 9 km California Avenue33 9 mi54 6 km San Antonio34 7 mi55 8 km Castroclosed36 1 mi58 1 km Mountain View38 6 mi62 1 km SunnyvaleFare zone 3Fare zone 440 6 mi65 3 km LawrenceAmtrak to AuburnACE to Stockton Downtown44 1 mi71 km Santa Clara via Silicon Valley BART extensionplanned45 5 mi73 2 km College ParkCEMOF46 7 mi75 2 km San Jose Diridonto Winchesterto Alum Rock48 9 mi78 7 km TamienFare zone 4Fare zone 5 weekdaycommutes52 2 mi84 km Capitol55 5 mi89 3 km Blossom HillFare zone 5Fare zone 667 3 mi108 3 km Morgan Hill71 0 mi114 3 km San Martin77 2 mi124 2 km GilroyCalifornia High Speed Rail2031Santa Clara CountyMonterey CountyPajaro WatsonvilleplannedCastrovilleplannedSalinasunder constructionAmtrak to Los AngelesAll stops are accessible except for 22nd Street College Park and StanfordThis diagram viewtalkeditShow diagram mapCaltrain is governed by the Peninsula Corridor Joint Powers Board PCJPB which consists of agencies from the three counties served by Caltrain Santa Clara San Francisco and San Mateo Each member agency has three representatives on a nine member Board of Directors The member agencies are the Santa Clara Valley Transportation Authority the San Francisco Municipal Transportation Agency and the San Mateo County Transit District SamTrans Historically served by diesel locomotives Caltrain is electrifying 51 miles 82 km of its route between 4th and King and Tamien diesel trains will remain in service for trains to Gilroy 6 Contents 1 History 1 1 Southern Pacific service 1 2 Joint Powers Board 1 3 Baby Bullet service 1 4 Budget crises 1 5 Modernization and electrification 1 6 Grade separation 2 Proposed plans 2 1 Downtown San Francisco extension 2 2 Dumbarton extension 2 3 South of Gilroy extension 2 4 Oakdale infill station 3 California High Speed Rail 4 Right of way 4 1 Stations 4 2 Maintenance and operations facility 5 Ridership and financial data 5 1 Operating expenses and farebox recovery 5 2 Ridership 6 Performance 7 Ticketing 7 1 Zone fare structure 7 2 Payment 7 3 Fare enforcement 8 Logos markings and liveries 8 1 Train numbering scheme 9 Rolling stock 9 1 Locomotives 9 2 Passenger cars 9 2 1 Ex Metrolink cars 9 2 2 Ex VRE Budd cars 9 3 Electric multiple units 9 4 Miscellaneous Maintenance of Way 10 Intermodal connections 10 1 Inter City Regional and Commuter rail 10 2 Bus Light rail 10 3 Airport 10 4 Regional express bus 10 5 Bus shuttle 11 Bicycle access 11 1 Bicycle policies 11 2 Bicycle cars 11 3 Train consists 12 See also 13 References 14 External linksHistory editSouthern Pacific service edit Main article Peninsula Commute nbsp A Southern Pacific locomotive pulls a Peninsula Commute train past Bayshore in April 1985 The original commuter railroad was built in 1863 under the authority of the San Francisco amp San Jose Railroad 7 it was purchased by Southern Pacific SP in 1870 SP double tracked the line in 1904 and rerouted it via the Bayshore Cutoff After 1945 ridership declined with the rise in automobile use in 1977 SP petitioned the state Public Utilities Commission to discontinue the commuter operation because of ongoing losses California legislators wrote Assembly Bill 1853 in 1977 to allow local transit districts along the line to make bulk purchases of tickets for resale at a loss subsidizing commuters reliant on the Peninsula Commute until 1980 more importantly the bill also authorized the California Department of Transportation Caltrans to begin negotiating with SP to operate the passenger rail service and acquire the right of way between San Bruno and Daly City 8 To preserve the commuter service in 1980 Caltrans contracted with SP and began to subsidize the Peninsula Commute Caltrans purchased new locomotives and rolling stock replacing SP equipment in 1985 Caltrans also upgraded stations added shuttle buses to nearby employers and dubbed the operation CalTrain Joint Powers Board edit nbsp A Caltrain car manufactured by Nippon SharyoThe Peninsula Corridor Joint Powers Board was formed in 1987 to manage the line Subsequently San Mateo and Santa Clara Counties commissioned Earth Metrics Inc to prepare an Environmental Impact Report on right of way acquisition and expansion of operations With state and local funding the PCJPB bought the railroad right of way between San Francisco and San Jose from SP in 1991 As SamTrans advanced most of the local fund used to purchased the right of way it was also agreed that SamTrans would serve as the managing agency until San Francisco and Santa Clara Counties could repay their portions The following year PCJPB took responsibility for CalTrain operations and selected Amtrak as the contract operator PCJPB extended the CalTrain service from San Jose to Gilroy connecting to VTA light rail at Tamien station in San Jose In July 1995 CalTrain became accessible to passengers with wheelchairs Five months later CalTrain increased the bicycle limit to 24 per train making the service attractive to commuters in bicycle friendly cities such as San Francisco and Palo Alto In July 1997 the current logo was adopted and the official name became Caltrain dropping the capitalized T 9 In 1998 the San Francisco Municipal Railway extended the N Judah line from Market Street to the San Francisco Caltrain Station at 4th and King streets providing a direct connection between Caltrain and the Muni Metro system A year later VTA extended its light rail service from north Santa Clara to the Mountain View station In June 2003 a passenger connection for the Bay Area Rapid Transit BART and Caltrain systems opened at Millbrae station just south of the San Francisco International Airport 10 In 2008 Caltrain reached an all time high of 98 trains each weekday Caltrain announced on August 19 2011 a staff recommendation to sign a five year 62 5 million contract with TransitAmerica Services after taking proposals from three other firms including Amtrak California which had provided operating employees since 1992 11 The new operating contract was approved by the full Joint Powers Board at its scheduled September 1 meeting TransitAmerica Services took over not only the conductor and engineer jobs on the trains but also dispatching and maintenance of equipment track and right of way from Amtrak On May 26 2012 TransitAmerica took over full operations 12 Baby Bullet service edit Main article Caltrain Express nbsp Baby Bullet service was originally provided by MPI MP36PH 3C locomotives although currently both types of equipment are used In June 2004 Caltrain finished its two year CTX Caltrain Express project for a new express service called the Baby Bullet The project entailed new bypass tracks in Brisbane and Sunnyvale as well as a new centralized traffic control system The Baby Bullet trains reduced travel time by stopping at only four or five stations between San Francisco and San Jose Diridon station the express trains could overtake local trains at the two locations near Bayshore and Lawrence stations where passing loops were added Travel time for about 46 75 miles between San Francisco and San Jose is 57 minutes four stops 59 minutes five stops or 61 minutes six stops compared to 1 hour 30 minutes for local trains The Baby Bullets have the same top speed of 79 mph 127 km h as other trains but fewer stops save time The CTX project included the purchase of new Bombardier BiLevel Coaches along with MPI MP36PH 3C locomotives 13 The Baby Bullets proved popular but many riders had longer commutes on non bullet trains some of which would wait for Baby Bullet trains to pass 14 Budget crises edit In May 2005 Caltrain started a series of fare increases and schedule changes in response to a projected budget shortfall The frequency of the popular Baby Bullet express trains was increased two express trains were added in May and another ten were added in August New Baby Bullet stops Pattern B stops were introduced Another increase of 0 25 in basic fare came in January 2006 On April 2 2010 Caltrain announced the need to cut its services by around 50 as it was required to cut 30 million from its 97 million budget because all three authorities that fund the line were facing financial problems themselves and 10 million a year in previous state funding had been cut Revenues for both local and state agencies had been steadily declining as well as ticket revenues at Caltrain itself and had left all beyond broke 15 On January 1 2011 Caltrain cut four midday trains but upgraded four weekend trains to Baby Bullet service as a pilot program This reduced its schedule from 90 to 86 trains each weekday At the same time it raised fares 0 25 and continued to contemplate cutting weekday service to 48 trains during commute hours only 16 By April 2011 Caltrain s board had approved a budget with fare increases to take effect on July 1 2011 and no service cuts The budget gap would be closed with another 0 25 fare increase a 1 parking fee increase to 4 and additional money from other transit agencies and the MTC 17 18 On February 17 2017 California State Senator Jerry Hill introduced SB 797 which would permit the Peninsula Corridor Joint Powers Board to submit a regional measure for sales tax increase of 1 8 th of one cent to the voters in the three counties served by Caltrain 19 The regional measure would require a two thirds majority aggregated among the three counties to pass and would provide Caltrain with a dedicated revenue source estimated at 100 million per year 20 For comparison in fiscal year 2016 ending June 30 2016 the operating expenses for Caltrain were 118 million and farebox revenues were 87 million 21 leaving approximately 31 million in expenses to be funded by the PCJPB through its member agencies and county government contributions SB 797 passed the California State Senate in May and the State Assembly in September 22 and Governor Brown signed the bill into law in October 23 Advocates for the increased tax cited its potential benefits to alleviate congestion along U S 101 which Carl Guardino quipped has become so congested that we ve changed its name to the 101 Parking Lot 24 Detractors pointed to Caltrain s bureaucracy and stated fares should be increased to improve services instead 20 A poll of 1 200 voters in early May indicated support was strong enough to pass the sales tax increase 25 if the tax would result in expanding ridership capacity 26 The poll was sponsored by the Silicon Valley Leadership Group SVLG headed by Guardino which predicted that daily ridership could rise to 250 000 with the improvements in service funded by the dedicated sales tax increase 25 Potential capital projects which could use the dedicated funding include additional electric multiple units making electric trains 8 EMU consists rather than 6 EMU extended boarding platforms and the proposed Downtown Rail Extension to the Transbay Transit Center 26 A dedicated tax was proposed in 2011 contemporaneously with the prior budget crisis but polls at the time indicated insufficient support After SVLG s May 2017 poll indicated strong support they petitioned Hill to act 26 By early 2020 the joint powers board was planning to propose a one eighth cent sales tax for voter approval later in the year to provide an estimated 108 million of dedicated funding for the system which currently relies on rider fares for 70 of its revenue This funding would have enabled Caltrain to run 168 trains per weekday with rush hour headways of 10 minutes with the completion of electrification in 2022 BART like service levels were projected to increase ridership significantly 27 In March 2020 Caltrain s ridership dropped by 95 due to the COVID 19 pandemic resulting in losses of 9 million per month The joint powers board recast the sales tax proposal as a way to keep the system afloat Due to the COVID 19 measures and subsequent loss of approximately 75 of its ridership Caltrain discontinued Baby Bullet service starting March 17 2020 28 Two weeks later due to continued loss of ridership Caltrain further cut service from 92 to 42 trains per weekday starting March 30 29 Average weekday ridership plummeted from approximately 65 000 pre pandemic to 1 300 By June 15 service was increased to 70 trains per weekday and limited skip stop service was reinstated 30 later that month ridership had recovered to 3 200 per weekday 31 In July after the San Francisco Board of Supervisors initially declined to consider the ballot proposal citing concerns about the system s governance structure Caltrain officials warned that the agency would run out of operating funds and be forced to suspend service by the end of the year 32 33 34 In August San Mateo County officials agreed to make Caltrain more independent from SamTrans in exchange for placing the sales tax on the ballot 35 In November 2020 Measure RR passed which created dedicated funding of a one eighth cent sales tax 36 The schedule was adjusted again starting December 14 with slightly fewer weekday trains 68 but more frequent off peak and weekend service to support essential workers 37 The number of weekday trains returned to 70 starting March 22 2021 and the schedule was adjusted to facilitate transfers to BART at Millbrae 38 Caltrain began operation with a new schedule that exceeds pre pandemic service on August 30 2021 there are 104 trains operated per weekday including reinstated Baby Bullet service Headways for popular stations are as low as 15 minutes during peak commute hours 6 9 a m and 4 7 p m and 30 minutes throughout the day before 11 p m for most stations The separate Saturday and Sunday schedules were consolidated into a single weekend schedule with 32 trains per weekend day All stations have a maximum headway of 60 minutes including weekends except for a 90 120 minute gap between the earliest weekend trains In addition fares were cut in half for September 39 Gilroy service was increased to four weekday round trips on September 25 2023 40 Modernization and electrification edit Main article Caltrain Modernization Program The Caltrain Modernization Program will electrify the main line between San Francisco and the San Jose Tamien station allowing transition from diesel electric locomotive power to electric rolling stock 41 Proponents say electrification would improve service times via faster acceleration allow better scheduling and reduce air pollution and noise Electrification would also allow future expansion to downtown San Francisco 42 Electrified vehicles require less maintenance but electrification will increase required track maintenance by about the same dollar amount at least initially The plan calls to electrify the system between San Francisco 4th and King Street station and San Jose Tamien station Originally scheduled for completion by 2020 41 43 the schedule had slipped after three months of construction to December 30 2021 and then April 22 2022 44 At that point Caltrain plans to use electric multiple units and increase service to six trains per hour in each direction 42 45 The electrification project between San Francisco and Tamien is the first phase the second phase being from Tamien station to Gilroy 46 Cost excluding electric rolling stock for the first phase was estimated at 471 million 2006 dollars By 2016 costs had increased to 1 7 billion 47 Notably in 2021 Caltrain stated that the overall cost of electrification had risen to 2 44 billion 48 As part of the Caltrain Modernization Program and mandated by the federal government positive train control PTC was installed along the route between San Francisco and San Jose by late 2015 49 Caltrain plans to use lighter electric multiple units that do not comply with the Federal Railroad Administration FRA crashworthiness standards but instead comply with the International Union of Railways UIC standards on the electrified lines The FRA granted Caltrain a waiver to operate these units which were previously banned on mixed use lines with other FRA compliant rolling stock due to concerns over crashworthiness after Caltrain submitted simulation data showing UIC compliant rolling stock performed no worse or even better than FRA compliant rolling stock in crashes 50 51 Caltrain plans to retain its newer diesel electric rolling stock for use on the Dumbarton Extension and service south of Tamien nbsp Stadler KISS for Caltrain near the U S assembly plant in Salt Lake CityCaltrain awarded the electrification and EMU contracts at the July 7 2016 PCJPB board meeting to Balfour Beatty and Stadler Rail respectively 52 signaling the start of modernization efforts that will make Caltrain more akin to rapid transit services such as Bay Area Rapid Transit BART than traditional commuter services and allow the future California High Speed Rail trains to reach San Francisco utilizing Caltrain tracks In August 2016 Caltrain ordered sixteen six car double decker Stadler KISS electric multiple unit sets from Stadler Rail 5 The price is 166m for the 16 units or 551m including an option of 96 more EMU cars However the plans for an electrified Caltrain were put in jeopardy in February 2017 by the Trump administration when US Secretary of Transportation Elaine Chao decided to indefinitely delay granting the federal funding for the Caltrain electrification project that had been approved by the Obama administration 53 One month later in March 2017 the American Public Transportation Association APTA sent a letter to Secretary Chao calling the Caltrain delay concerning In more than two decades the APTA wrote no project has failed to secure final signature after successfully meeting evaluation criteria 54 In February 2017 55 Caltrain fired Parsons Transportation Group and sued them for delays in designing the custom technologies necessary for the PTC system They then went on to sign a contract with Wabtec who would offer them the industry standard PTC system 56 nbsp Groundbreaking for electrification project July 21 2017On April 30 legislators in the United States Congress included 100 million for the Caltrain electrification project in the proposed 2017 federal spending bill which was signed into law by President Trump on May 6 57 The 100 million represents the federal funding for fiscal year 2017 of the total 647 million grant with the balance expected in future years Secretary Chao claimed she could not sign the grant without the full grant being budgeted which was disputed by Caltrain and both California Senators Dianne Feinstein and Kamala Harris 58 On May 22 the FTA announced its intent to sign the funding grant restoring the final piece of funding for the electrification project 59 The official grant was finally signed on May 23 60 and Caltrain broke ground for the Peninsula Corridor Electrification Project on July 21 2017 in a ceremony attended by local and state officials at the Millbrae station 61 In December 2018 it was reported that Caltrain was again behind schedule in installing PTC for the rail corridor 56 and had requested a two year extension 62 The Federal Railroad Administration certified Caltrain s PTC project in December 2020 63 The first electric trainset was shipped to the Transportation Technology Center for testing in February 2021 64 In June 2021 Caltrain announced the start of revenue service with electric multiple units would be delayed to late 2024 65 In February 2022 the last foundation required for the new overhead catenary system was completed with the entire line planned to be energised by summer 2022 Testing of the line would then begin using a AEM 7 electric locomotive with revenue service planned for 2024 66 On March 10 2022 a southbound train struck a contractor s crane in San Bruno injuring 13 people 67 Grade separation edit As of February 2021 update there were 41 at grade crossings remaining along the PCJPB owned right of way from San Francisco to Tamien 68 13 2 in San Francisco Mission Bay Dr 69 16th St 69 29 in San Mateo County Linden Ave So SF 70 Scott St San Bruno 71 Center St Millbrae Broadway Burlingame 72 Oak Grove Burlingame North Lane Burlingame Howard Ave Burlingame Bayswater Burlingame Peninsula Burlingame San Mateo Villa Terrace San Mateo Bellevue San Mateo 1st 2nd 3rd 4th 5th 9th San Mateo Whipple Brewster Broadway Maple Main Chestnut Redwood City 73 Fair Oaks Ln Atherton Watkins Atherton Encinal Glenwood Oak Grove Ravenswood Menlo Park 74 10 in Santa Clara County Palo Alto Churchill Meadow Charleston Palo Alto 75 Rengstorff Ave Mountain View 76 Castro St Mountain View 77 Mary Sunnyvale Sunnyvale 78 Auzerais West Virginia San Jose 79 In addition there are 28 more at grade crossings in Santa Clara County along the UP owned right of way between Tamien and Gilroy including crossings at Skyway Drive Branham Lane Chynoweth Avenue in south San Jose 68 The first grade separation project under PCJPB was completed in 1994 building a flyover for Oyster Point Boulevard in South San Francisco 68 10 Additional grade separations were completed in 1995 Fifth Ave in North Fair Oaks depressed under rails 1996 Millbrae Ave in Millbrae elevated above rails and 1999 Jefferson Ave in Redwood City depressed under rails 68 10 Grade separation projects near the Belmont and San Carlos stations for Ralston Harbor Holly Brittan and Howard were completed in 1995 and 2000 68 10 these were hybrid crossings executed as a combination of road depression and rails elevated on berms The San Bruno station reconstruction was completed in 2014 separating the crossings at San Bruno San Mateo and Angus by elevating the rails on a long curved berm 68 10 In 2021 a similar hybrid grade separation project 25th 28th and 31st Avenues in San Mateo was completed near the Hillsdale station which was relocated north during the grade separation 80 In 2018 gates were down for an average of approximately 11 minutes at each crossing during a typical peak weekday commute hour 68 7 The anticipated increase in rail traffic resulting from the completion of PCEP and implementation of CAHSR will result in additional road traffic delays for the remaining at grade crossings along the Peninsula Corridor Proposed plans editDowntown San Francisco extension edit Main article Downtown Rail Extension Downtown Rail ExtensionLegend nbsp future Second Transbay Tubeto Oakland nbsp Transbay Transit Center nbsp nbsp nbsp nbsp 4th amp King nbsp nbsp nbsp nbsp nbsp nbsp nbsp expanding underground to4th amp Townsend nbsp nbsp nbsp nbsp nbsp nbsp Caltrainto San Jose amp CHSRto Los AngelesThis diagram viewtalkeditA 1 3 mi 2 1 km tunnel has been proposed to extend Caltrain from its north end in San Francisco at 4th and King to the newly built Transbay Transit Center 81 closer to the job center of San Francisco and BART Muni Transbay AC Transit buses and long distance buses As of 2012 update only the structural train box below the Transbay Terminal had been funded and was being built 82 In April 2012 the Metropolitan Transportation Commission decided to make the remainder of the 2 5 billion extension its top priority for federal funding 83 The extension would also serve the California High Speed Rail system An alternative proposal by then Mayor Ed Lee would see the existing terminal and trains yards demolished along with Interstate 280 in Mission Bay and replaced with infill housing Caltrain and high speed rail would be extended to the Transbay Terminal in a new tunnel under Third Street 84 In April 2018 the alternative alignment through Mission Bay was rejected in favor of a revised alignment under Pennsylvania Avenue 85 The new alignment would ultimately join the original alignment near 4th and King Station while tunneling under Pennsylvania Avenue from near 25th Street As of 2023 the revised extension is projected to cost 6 7 billion and could open for service as soon as 2032 86 Dumbarton extension edit Main article Dumbarton Rail Corridor Caltrain has been chosen to provide commuter rail service on a to be rebuilt Dumbarton Rail Corridor across the San Francisco Bay between the Peninsula and Alameda County in the East Bay This project would add four stations to the Caltrain system Union City Fremont Centerville Newark and Menlo Park East Palo Alto The two obsolete swing bridges along the corridor would be replaced 87 Dumbarton Rail was scheduled to start construction in 2009 after a 30 month environmental review and begin service in 2012 88 SamTrans one of Caltrain s member agencies already owns the right of way for the Dumbarton Rail Bridge The bridge has not been used since 1982 when it was still owned by Southern Pacific and about 33 of the bridge collapsed due to an arson fire in 1998 However the project s estimated cost doubled between 2004 and 2006 to US 600 million 89 and is financially problematic 90 In January 2009 the Metropolitan Transportation Commission instead applied the funds to the BART Warm Springs Extension project in Fremont delaying the Dumbarton rail project for at least a decade 91 South of Gilroy extension edit Main article Monterey County Rail Extension Potential restoration of Del Monte like service to Monterey had been identified as early as the Caltrans 1984 89 Rail passenger development plan Amtrak declined to operate such service but operations under Southern Pacific by then running state subsidized services were studied with ridership forecast developed 92 Extensions to Hollister have been proposed since at least 2003 93 Caltrain was approached by the Transportation Agency for Monterey County TAMC to extend service south of Gilroy into Monterey County A draft environmental impact report stated the lack of public transportation between Monterey County and the Bay Area has resulted in increased private commuter vehicle traffic 94 Traffic on US Highway 101 was projected to rise by up to 56 in 2020 compared to 1998 levels resulting in unstable traffic flow from the Salinas city limits to the Santa Clara County line as a result 94 The concept of a Caltrain extension to Monterey County has been considered since at least 1996 with the cities of Salinas and Watsonville considering rail station improvements and construction between 1996 and 1998 culminating in a TAMC sponsored Extension of Caltrain Commuter Service to Monterey County Business Plan in 2000 The proposed extension would create new stations and stops in Pajaro serving Watsonville in adjacent Santa Cruz County at an estimated cost of US 6 585 000 equivalent to 9 559 000 in 2022 94 and Castroville at an estimated cost of US 11 150 000 equivalent to 16 186 000 in 2022 94 before terminating at the existing Salinas Amtrak station with Coast Starlight service The Salinas station would be rebuilt as an intermodal station to connect commuter rail with Monterey Salinas Transit buses A layover yard would be added to accommodate Caltrain crews and maintenance and the total cost of the Salinas improvements was estimated at US 39 705 000 equivalent to 57 637 000 in 2022 94 The cost of operating commuter rail from the anticipated start of service until 2030 was estimated at US 64 900 000 equivalent to 94 211 000 in 2022 for two daily round trips including an expansion to four round trips daily within ten years 94 This project depends on state and federal funding availability a possible local sales tax measure and an agreement with Union Pacific the owner of the Salinas to Gilroy tracks and right of way This project is managed by TAMC who released the Final Environment Impact Report EIR for this project in 2006 95 This would complement another plan to re establish rail service last provided by Southern Pacific s Del Monte Express which operated between Monterey and San Francisco In 2009 Caltrain requested that TAMC approach other train operators TAMC subsequently opened discussions with the Capitol Corridor Joint Powers Authority and the Caltrans Division of Rail to extend Capitol Corridor service south from San Jose to Salinas using the same routing and stations 96 The switch to Capitol Corridor was cited as an advantage since CCJPA had experience with commuter trains sharing service on Union Pacific owned freight right of way Two Capitol Corridor trains would originate from Salinas in the mornings and run through to San Jose and on to Sacramento with two evening trains making the return trip south to Salinas 96 By 2016 plans had shifted in favor of Amtrak California s Capitol Corridor to be the service extended to Salinas station 97 However with the awarding of Road Repair and Accountability Act funds in 2018 it was revealed that Caltrain again would operate to Salinas as the first commuter rail service with Capitol Corridor service to follow later 98 As of March 2020 update two daily Caltrain round trips were planned to begin in 2022 after the completion of the Salinas layover facility and trackwork at Gilroy Future phases are proposed to add stations at Pajaro Watsonville and Castroville with the potential for up to six daily round trips 99 Oakdale infill station edit nbsp A southbound train passing the proposed station site June 2018 the Quint Street Lead can be seen branching east from the northbound mainline A study from 1988 evaluated replacing the Paul Avenue station with a new station to the north at either Williams Palou or Evans as part of the effort to relocate the home port for USS Missouri BB 63 to the Hunters Point Shipyard and concluded that with the completion of the Downtown Rail Extension daily ridership could increase to 2 400 However without the Downtown Extension ridership would be limited to less than 100 The 1988 study concluded the preferred site was at Evans Avenue 100 The Bayview Hunters Point Community Revitalization Concept Plan March 2002 identified the Oakdale Palou area as the community s preferred location for the Caltrain station 101 With the completion of the Caltrain Express project service to Paul Avenue was reduced and the station was closed in 2005 102 A feasibility study that year proposed a replacement station just north of Oakdale Avenue next to the City College of San Francisco Southeast Campus in Bayview 1 0 mile 1 6 km north of the former Paul Avenue station connecting with multiple bus lines 103 18 The station would be near the Quint Street Lead which is used by freight trains moving east to the Intermodal Freight Rail Cargo Transfer Facility near Piers 90 96 103 27 A follow up study in 2014 predicted daily ridership of around 2 350 104 105 The Southeast Rail Station Study SERSS was released in June 2022 and was endorsed by the San Francisco Planning Commission on July 14 106 SERSS recommended a new Bayview Station should be located between Oakdale and Jerrold over alternatives at Evans or at Williams 107 7 Near the proposed station the Caltrain line is grade separated from Oakdale which passes over the rail line and Quint Prior to 2016 the rail line was carried over Quint on a steel bridge originally constructed for the Bayshore Cutoff in the early 1900s In preparation for a new Oakdale station the bridge over Quint was removed on April 30 and replaced by a berm completed in July 2016 which severed Quint between Oakdale and Jerrold 108 A new road has been proposed to reconnect Quint to Jerrold on land belonging to Union Pacific west of the tracks 109 California High Speed Rail editThe Caltrain line from Gilroy to San Francisco is part of the planned route of the California High Speed Rail line With the adaptation of the preferred alternative in July 2019 on the San Jose to Gilroy HSR section dedicated HSR tracks are planned south and east of Gilroy station while CAHSR trains would use a blended service sharing tracks with Caltrain between San Francisco and Gilroy Blended service CAHSR trains would travel at speeds up to 110 miles per hour 180 km h between Gilroy and San Francisco and higher HSR speeds up to 220 miles per hour 350 km h south and east of Gilroy 110 Right of way edit nbsp Bay Area regional commuter rail map excludes metro BART and light rail Muni Metro and VTA Light Rail servicesThe Caltrain right of way between San Francisco and Tamien stations is owned and maintained by its operating agency the Peninsula Corridor Joint Powers Board PCJPB PCJPB purchased the right of way from Southern Pacific SP in 1991 while SP maintained rights to inter city passenger and freight trains In exchange SP granted PCJPB rights to operate up to 6 trains per day between Tamien and Gilroy stations later increased to 10 trains per day on a deal with SP s successor Union Pacific UP in 2005 Three round trip freight trains operate daily over the line 111 Law enforcement services are provided by a division of the San Mateo County Sheriff s Office under contract with PCJPB 112 113 Stations edit Main article List of Caltrain stations The system has 31 stations 28 stations are served daily one Broadway is served on weekends only one College Park is served during Bellarmine College Preparatory s commute times on weekdays only and one Stanford is served on Stanford University s football game days only San Francisco 4th and King Street is the northern terminus of the system while Gilroy is the southern terminus However most trains originate and terminate at Tamien The five southernmost stations Capitol Blossom Hill Morgan Hill San Martin and Gilroy are served only on weekdays during commute times in the peak direction going toward San Francisco in the morning and toward Gilroy in the afternoon 114 Twelve stations are served by the express train service known as Baby Bullet inaugurated in 2004 115 Santa Clara station is not long enough to accommodate six car trains without minor service impacts 116 Seven stations Millbrae Burlingame San Carlos Menlo Park Palo Alto Santa Clara and San Jose Diridon are listed on the National Register of Historic Places 117 nbsp A southbound train holds outside the old South San Francisco station while passengers board a northbound train on the narrow island platform in July 2018 The Southern Pacific Railroad originally built many stations with a side platform on the west side of the tracks to serve southbound trains plus a narrow island platform between tracks to serve northbound trains To protect northbound passengers from being struck by southbound trains Caltrain implemented a hold out rule GCOR 6 30 if a train is stopped for passengers an approaching train on another track must wait outside the station 118 119 This rule caused numerous delays especially after the Caltrain Express project added Baby Bullet trains that pass through many stations without stopping Most stations have been rebuilt often as part of larger projects with side platforms or wider island platforms thus avoiding the hold out rule They have included Redwood City in 1995 San Carlos in the late 1990s Downtown Mountain View San Mateo and Menlo Park in 2000 Sunnyvale in 2002 Millbrae in 2003 Hillsdale in 2005 Burlingame and California Avenue in 2008 Santa Clara in 2012 and South San Francisco in 2021 120 121 122 Weekday service at Broadway and Atherton was eliminated in 2005 due to the hold out rule while College Park has only limited service Atherton station was closed altogether in December 2020 123 Maintenance and operations facility edit nbsp Caltrain Centralized Equipment Maintenance and Operations FacilityMain article Caltrain Centralized Equipment Maintenance and Operations Facility The Centralized Equipment Maintenance and Operations Facility is the train maintenance yard and facility serving Caltrain north of San Jose Diridon station in San Jose 124 The US 140 million maintenance station began construction in 2004 and opened on September 29 2007 125 126 It consolidates much of Caltrain s maintenance and operations into one location 127 Ridership and financial data editCaltrain annual statistics Year Finances a Weekday Ridership b Refs Passenger Fare Revenue Operating Expenses Farebox Recovery Ratio Passengers Bicycles c 1997 Data not available 24 597 Bicycles not counted1998 26 794 128 1999 26 028 128 2000 29 728 128 2001 33 691 128 2002 d 29 178 128 2003 19 430 59 854 32 25 577 128 129 2004 e 18 427 63 611 29 23 947 1 614 128 129 2005 21 968 70 098 31 26 533 1 860 128 130 2006 28 845 72 576 40 29 760 2 271 128 131 2007 33 058 77 531 43 31 507 2 334 128 132 2008 38 399 86 958 44 34 611 2 382 128 133 2009 43 272 90 267 48 36 232 2 890 128 134 2010 42 732 88 609 48 34 120 2 659 128 135 2011 49 026 95 628 51 37 779 3 664 128 136 2012 59 891 101 175 59 42 354 4 243 137 138 139 2013 68 767 107 052 64 47 060 4 910 140 2014 82 145 115 761 71 52 611 5 874 141 2015 83 351 120 110 69 58 245 6 207 142 2016 86 959 117 843 74 62 416 5 520 21 2017 92 429 132 634 70 62 190 f 5 216 g 143 144 2018 97 050 132 925 73 65 095 h 5 919 i 145 146 2019 102 668 147 327 70 63 597 5 506 147 148 2020 76 094 157 023 48 N A j 149 2021 32 440 170 847 19 N A j 150 2022 33 236 174 388 21 N A N A 151 Notes Fiscal year ends on 30 June Reported in Year of Expenditure 1 000 Passenger counts performed every February Only includes bicycles physically brought onto the train not those left at the station CTX project started in July 2002 Baby Bullet service began June 2004 Revised methodology to count Average Mid Weekday Ridership AMWR for 2018 by averaging two mid weekday Tuesdays and Thursdays counts per train Using the revised methodology provides a count of 64 114 for 2017 5 584 using Average Mid Weekday Bike Ridership AMWBR methodology analogous to AMWR Starting from 2018 counts performed as AMWR Starting from 2018 counts performed as AMWBR a b No ridership count conducted due to COVID 19 pandemic in CaliforniaThe Peninsula Corridor Joint Powers Board purchased the right of way between San Francisco and San Jose for 212 million from Southern Pacific in 1991 Operating expenses and farebox recovery edit The operating expenses for fiscal year 2021 were 170 847 000 The fare revenue was 32 440 000 making the farebox recovery ratio 19 1 150 Operating expenses for fiscal year 2022 rose to 174 388 000 while fare revenue rose to 33 236 000 marking a modest gain in the farebox recovery ratio to 21 still less than a third of pre pandemic levels 147 151 Ridership edit Caltrain ridership more than doubled between 2005 and 2015 152 Ridership growth has been linked to the expansion of businesses near Caltrain stations a shift in attitudes against the use of cars for commuting and the expansion Caltrain service which has included extra trains and the introduction of fast express services Baby Bullet service 153 154 Performance editAccording to the Rail and the California Economy study published in 2017 Caltrain Baby Bullet trains operate with a 95 on time performance defined as making stops within ten minutes of published schedules In addition Caltrain carries over 4 500 people per hour in each direction equivalent to two freeway lanes in each direction At current ridership levels Caltrain directly removes 200 t 200 long tons 220 short tons of carbon dioxide emissions per day displacing the equivalent of 10 000 vehicles per day not counting any ancillary benefit from improved traffic flow resulting from reduced congestion 155 Ticketing edit nbsp Seat checks used to verify fare payment in the 1990sCaltrain operates as a proof of payment system Each rider must buy a ticket prior to boarding the train that may or may not be checked during the trip Tickets can be purchased at ticket vending machines located at all stations as well as on the Caltrain app 156 157 Ticket windows located at San Jose Diridon and Fourth and King were closed in 2005 One way tickets expire four hours after purchase but round trip tickets day passes are good for unlimited rides within their zone limit until the last train of the day A joint adult Caltrain VTA Day Pass valid through Zone 3 and intended for service to Levi s Stadium costs an additional 6 and covers fares on VTA buses and light rail with the exception of VTA Express service A Zone Upgrade may be purchased to augment a valid one way ticket day pass or monthly pass at 2 per zone valid for four hours after purchase and in one direction only Discounted 8 ride tickets and monthly passes are available only with a Clipper card Caltrain eliminated sales of the 8 ride ticket as of October 1 2017 existing 8 ride tickets would be honored through the end of October 158 Seniors aged 65 years and older children aged 17 years or younger disabled and Medicare card holders are eligible for a discounted fare at approximately half price varies depending on the ticket 159 160 Zone fare structure edit Caltrain stations are split into six zones Zone 1 comprises all stations in San Francisco plus South San Francisco and San Bruno stations in San Mateo County Zone 2 comprises most stations in San Mateo County Zone 3 comprises stations in northern Santa Clara County plus Menlo Park station in San Mateo County Zone 4 comprises stations in central Santa Clara County Zones 5 and 6 which are used only during rush hour comprise stations in southern Santa Clara County Fares for Caltrain service are based on the number of zones traveled which is considered to be the number of zones touched between the origin and destination For instance a passenger that boards at a Zone 1 station and departs at a Zone 1 station is considered to travel within one zone A passenger that boards at a Zone 2 station and departs at a Zone 4 station is considered to travel within three zones Zones 2 3 and 4 159 When purchasing a ticket from the station ticket machine the machine assumes the origin zone is the same as the station s zone and prompts the passenger to select a destination zone but the origin zone can be changed if necessary 157 Fare chart as of 28 April 2021 159 Zones traveled Fare Type One Way a Day Pass b Zone Upgrade a c Monthly d TVM e Clipper TVM TVM Clipper1 Regular 3 75 3 20 7 50 2 25 zone 96 00Discount f 1 75 1 60 3 75 1 00 zone 48 002 Regular 6 00 5 45 12 00 2 25 zone 163 50Discount f 2 75 2 60 6 00 1 00 zone 78 003 Regular 8 25 7 70 16 50 2 25 zone 231 00Discount f 3 75 3 60 8 25 1 00 zone 108 004 Regular 10 50 9 95 21 00 2 25 zone 298 50Discount f 4 75 4 60 10 50 1 00 zone 138 005 Regular 12 75 12 20 25 50 2 25 zone 366 00Discount f 5 75 5 60 12 75 1 00 zone 168 006 Regular 15 00 14 45 30 00 2 25 zone 433 50Discount f 6 75 6 60 15 00 1 00 zone 198 00Notes a b Valid 4 hours from time of purchase Valid the on the day purchased allows unlimited travel within the zones listed Valid one way must be accompanied by another valid ticket Not valid with 8 ride Ticket Valid month of purchase Ticket Vending Machine a b c d e f Eligible Discount Fare applies to senior disabled youth or Medicare Conductor or fare inspector may request proof of age or eligibility Zone ticketing requires little infrastructure at the stations but can be expensive for passengers making a short trip that crosses a zone boundary each zone is 13 miles long Travel between Sunnyvale and Lawrence is a two zone ride since Sunnyvale is the southernmost station in Zone 3 and Lawrence is the northernmost station in Zone 4 A ride between Sunnyvale and Lawrence covers 2 0 miles 3 2 km and costs 6 the same as San Francisco Zone 1 to Redwood City southernmost station in Zone 2 which covers a distance of 25 3 miles 40 7 km Payment edit In August 2009 Caltrain became the fifth public transit agency in the San Francisco Bay Area to implement the Clipper card 161 Monthly passes are implemented exclusively through the Clipper card 160 in addition some employer sponsored annual Go passes are implemented through the Clipper card starting in January 2019 162 All passengers who use the electronic Clipper card to ride including holders of monthly and annual Go passes must remember to tag on with their card prior to boarding and tag off with their card after exiting the train 163 If they board the train without tagging on they will be subject to the same fines as riders without a ticket 157 163 Passengers with monthly passes must tag on and off at least once before the 15th of the month to activate the pass unless the monthly pass was added through a physical card interaction at a retailer or add value machine 160 Without a pass stored cash on the Clipper card may be used to purchase a one way ticket Clipper card users receive a 0 55 discount on the one way full fares 159 When tagging on the stored cash value on the Clipper card is debited the maximum one way fare from the originating zone where the card was tagged on prior to boarding the train When tagging off the stored cash value on the Clipper card is credited according to the destination zone when leaving the train pass holders are credited the full amount that was debited when tagging off If passengers who use the Clipper card fail to tag off when they exit the train they will be charged the highest cash fare from their point of origin including pass holders 164 Because of the initial maximum fare debit when tagging on passengers are required to have at least 1 25 stored cash on the Clipper card to avoid exceeding the card s allowable negative value limit when boarding Caltrain 165 For example if a passenger tags on and boards a northbound or southbound train at San Mateo Zone 2 their Clipper card will be debited for a five zone one way fare Zone 2 to Zone 6 which is the most distant theoretical destination from the origin point a one way fare debit of 12 20 if that passenger travels south and tags off at Sunnyvale Zone 3 their Clipper card will be credited for the three zones not traveled Zones 4 5 and 6 6 75 credit overall so the net deduction from stored cash is a two zone one way fare Zone 2 to 3 5 45 with Clipper cash discount unless the passenger has a pass in that case the passenger would receive a 12 20 credit In the example given failing to tag off means the initial five zone fare debit Zone 2 to 6 12 20 would remain Because pass holders are credited only when tagging off pass holders also would be charged the five zone fare debit if they forget to tag off 165 Those who use a clipper card hear one beep or see a light flash when they tag on to begin their journey and see two flashes with a double beep when they tag off to end their trip Three beeps mean the card does not have valid fare 165 This ensures Caltrain is universally accessible beyond many other Clipper card acceptance mechanisms In 2018 Caltrain rolled out a mobile app allowing riders to purchase fares from Android and iOS smartphones The Caltrain Mobile app was written by moovel North America which has written apps with similar functionality for Santa Clara Valley Transportation Agency and San Francisco Municipal Transportation Agency 166 Fare enforcement edit nbsp Caltrain proof of payment system signBefore 2018 passengers who were unable to show a viable ticket were subject to fines of up to 250 plus court fees 156 157 Approximately 2 100 riders are given verbal warnings or written citations per month for fare evasion and while the old system was in place an average of 15 incidents of violence against conductors occurred every month as a result of fare enforcement This has led to trains being delayed while waiting for the police to respond 167 The fines for fare evasion were collected by the superior court system of the county in which the ticket is issued and were not returned to Caltrain 168 The complexity of the ticketing system meant that up to 65 of issued fine tickets were later overturned in court 167 Caltrain moved to a more streamlined process of issuing citations effective February 1 2018 169 Rather than writing the citation on the spot which takes up to fifteen minutes the conductor will scan the photo ID and an administrative penalty will be mailed to the address on record bypassing the civil superior court system In addition the cost of the fine decreased to 75 per infraction and Caltrain will retain the fees 167 However passengers who accrue a third or more fare evasion citation will be subject to traditional fines and or criminal penalties through the superior court system 169 Logos markings and liveries editDuring the initial years as the state was assuming control 1980 1985 locomotives and rolling stock were leased from Southern Pacific The leased suburban and gallery coaches continued to wear SP s standard dark grey Locomotives wore SP s Bloody Nose paint scheme An experimental scheme was applied to SP CDTX 3187 and three gallery cars SP CDTX 3700 3701 3702 unveiled on May 15 1982 170 171 the locomotive had a red nose and both locomotive and cars had the body painted silver upper half and dark blue lower half blue separated by three stripes blue teal and red The scheme was nicknamed Rainbow 172 Postal Service or Mailbox 173 When new equipment was introduced in 1985 CalTrain adopted a new logo and painted the newly acquired silver EMD F40PH locomotives with teal and blue stripes matching the colors in the Caltrans logo After the new Caltrain logo was adopted in 1997 the F40PH locomotives were repainted to gray with a black roof and the MPI MP36 locomotives ordered for Baby Bullet service wore gray with red accents nbsp SP 3193 wears Bloody Nose pulling 3 car consist past San Mateo 1980 nbsp SP 3187 repainted in experimental CALTRAIN Rainbow livery 1985 nbsp 916 California wears blue and teal stripes under state control 1985 nbsp 907 Mountain View with Caltrans blue and teal stripes with the three Rainbow gallery cars CDTX 3700 3701 3702 1985 nbsp New logo new livery for F40PH 2012 nbsp MPI MP36 locomotives still carry as ordered gray and red livery 2007 nbsp 1982 logo used only on SP 3187 nbsp 1985 1997 logo nbsp 1997 present logo nbsp 1997 present roundelTrain numbering scheme edit nbsp Train number locations on locomotives top row and control cars bottom row Currently each train on the schedule is assigned a three digit number indicating direction sequence and stop pattern This number is not to be confused with the locomotive number which is the 9xx number physically stenciled on each engine The stopping scheme L for local or limited B for Baby Bullet service and first digit are displayed on the leading element of the train either the control car for northbound trains or the locomotive for southbound trains The practice of placarding train numbers dates back to when the trains were operated by Southern Pacific The first digit and stopping scheme is posted on the trains as 174 175 L1 1xx Local approximately 100 min all stops including service to from Tamien on selected trains L2 2xx Weekend local 100 min all weekend trains make all stops including service to from Tamien on selected trains includes weekend only service to the Broadway station L3 3xx Limited 75 min limited service in the southern part of the route and local service for stations north of Hillsdale except no stops at Santa Clara and San Carlos L4 4xx Limited 75 min limited service in the northern part of the route and local service for stations south of San Mateo except no stops at South San Francisco and Bayshore L5 5xx Limited 75 min 12 stop limited service with Baby Bullet stops plus additional stops in San Mateo Menlo Park Sunnyvale Santa Clara and Tamien sometimes L2 L6 6xx Holiday Special modified schedule for specific holidays designated as L2 serving all stops 176 also used as temporary schedule designated as L6 providing limited stop service comparable to L3 L4 and L5 177 B7 7xx Baby Bullet 65 min 7 stop limited service San Jose Diridon Mountain View Palo Alto Redwood City Hillsdale Millbrae and San Francisco 4th and King Starting August 30 2021 Caltrain changed the numbering scheme so the first digit reflects the service scheme and stopping pattern local limited or Baby Bullet express The second two digits are incremented sequentially within the service type and continue to reflect the direction of travel so even numbers southbound and odd northbound However because the incrementation was within the service type trains 101 301 401 501 and 701 all run at different times and are not indicative of the sequence within a day 174 175 The legacy train numbering system also used a three digit number The first digit for weekday trains was always 1 2 or 3 indicating stopping pattern 1xx trains were local trains that made all regular stops 2xx trains were limited service trains that skipped some stations 3xx trains were Baby Bullet trains and made the fewest stops 178 The first digit for weekend trains was always 4 or 8 also indicating stopping pattern 4xx trains were local trains that made all stops 8xx trains were Weekend Baby Bullet trains that made fewer stops 179 The second and third digits indicated the sequence number of the train For instance x01 was the first train of the day These digits also indicated the direction of the train odd numbered trains run northbound and even numbered trains run southbound Thus x02 is the first southbound train of the day x03 is the second northbound train of the day etc Rolling stock editLocomotives edit Prior to 1985 Caltrain used equipment leased from Southern Pacific including SP CDTX 3187 an EMD GP9 repainted in prototype Caltrain livery 180 and other locomotives that had been used for the Peninsula Commute service Since 1985 Caltrain has used the following locomotives which are almost all powered by diesel engines 3 Builder Model Locomotive Numbers Years of Service Notes ImageEMD F40PH 2 902 903 907 910 914 1985 present Ordered new by Caltrans Overhauled by Alstom in 1999 HEP generators retained original gear drive from main engine To be retired when electric service starts nbsp EMD F40PH 2CAT 900 901 904 906 908 909 911 913 915 919 1985 present Originally F40PH 2s ordered new by Caltrans overhauled by Alstom in 1999 and HEP generators were converted to separate Caterpillar 6 cylinder engines Units 918 and 919 entered service in 1987 To be retired when electric service starts nbsp MPI F40PH 2C 920 922 1998 present Cummins powered HEP generators underwent mid life overhaul by MPI at Boise Idaho between 2017 and 2020 nbsp MPI MP36PH 3C 923 928 2003 present Primarily used for Baby Bullet service Locomotive No 925 named after Jackie Speier undergoing mid life overhaul by Alstom at Mare Island in 2020 nbsp EMD GP9 3187 1980 1985 Experimental Rainbow livery leased from SP during transition to Caltrain 500 501 1999 2013 Work train yard switcher service Leased then purchased from Power Fluids amp Metals in 2000 to support right of way rebuild under the Ponderosa Project 181 500 and 501 are ex SP 3833 amp SP 3842 respectively Sold to Motive Power Resources late 2012 left Caltrain on March 8 2013 EMD MP15DC 503 504 2003 present Work train yard switcher service 503 and 504 are ex SP 2691 and 2692 respectively 182 183 originally built 1974 retired 1994 184 18 185 96 nbsp EMD AEM 7AC 2 929 938 2023 estimated Ex Amtrak AEM 7AC units 929 and 938 used for testing electrification nbsp Caltrain also leased a number of Amtrak F40PH s in 1998 and 1999 while Caltrain s F40PH 2 s were being overhauled citation needed Passenger cars editCurrently Caltrain trains consist of one locomotive and a five or six car consist Trains run in a puller configuration led by the locomotive towards San Jose and in a pusher configuration led by the cab car towards San Francisco so the orientation of cars remains consistent From north to south Nippon Sharyo five car gallery consists are arranged as nbsp Interior of a Nippon Sharyo bi level passenger carCab bike car Passenger trailer Passenger luggage trailer Bike car Passenger trailer LocomotiveFrom north to south Bombardier bi level six car consists are arranged as 186 Cab bike car Passenger trailer Passenger luggage trailer Bike car Bike car ex Metrolink Passenger trailer LocomotiveCaltrain has 93 Nippon Sharyo bi level Gallery type cars and 41 Bombardier BiLevel Coaches in revenue service as of 2017 Each revenue train consist is made up of a single type of car the Bombardier cars are never mixed with the Nippon Sharyo gallery cars Of the Gallery cars 66 are coaches and 27 are bike accessible cab cars Caltrans purchased the first 63 gallery cars in 1985 when it began subsidizing the commuter rail service The other 30 were purchased by Caltrain in 2000 and the older cars were rebuilt by Nippon Sharyo around the same time 3 Each gallery car has one set of doors on each side of the car The first 17 Bombardier BiLevel Coaches were purchased as surplus from Sounder Commuter Rail in 2002 of which 10 are coaches 5 are cab bike cars and 2 are cab wheelchair cars 3 187 Caltrain purchased additional eight cars in 2008 to meet short term passenger growth and to increase spare ratio These Bombardier cars were initially only used on Baby Bullet express trains but now also used on limited stop and local trains All five car Bombardier sets were lengthened to six car Bombardier sets using surplus ex Metrolink cars in May 2015 188 In July 2016 six car Bombardier sets replaced some five car gallery sets to relieve overcrowding 189 In November 2016 Caltrain rolled out six car gallery sets for certain trains to further relieve overcrowding the longer trains are intended to be temporary measures to increase capacity until more frequent service can be achieved with electrification 190 Ex Metrolink cars edit nbsp JPBX 165 an ex Metrolink car in Caltrain serviceCaltrain purchased 16 used Bombardier BiLevel Coaches from Metrolink in 2014 to cope with increasing ridership by lengthening certain Bombardier sets from five to six cars 191 192 The 15 million purchase was financed by a farebox revenue fund 191 Since the cars had retired from Metrolink service they required up to a year of rehabilitation before being placed in service with Caltrain 191 The ex Metrolink cars were of older Series 1 and 2 191 that have riveted bodies instead of the welded bodies in the Series 6 and 7 cars that Caltrain had purchased starting from 2002 3 193 Four of the cars were put into service in May 2015 while other cars await their refurbishments 116 Ex Metrolink cars have retained their Metrolink blue on white livery but Metrolink logos have been painted over and rolling stock numbers have been repainted with JPBX numbers 194 Ex VRE Budd cars edit Caltrain bought 14 remanufactured Budd Rail Diesel Car Boise Budd single level cars from Virginia Railway Express around 2000 for use on Special Event trains 195 A seven car special train took fans to the first game at Pac Bell Park on March 31 2000 The northbound train ran at an estimated 125 of capacity and skipped stops after Hillsdale because it was already well above seated capacity 196 These cars were sold in 2005 after Bombardier cars were delivered and are now in service on the Grand Canyon Railway 197 Passenger Cars of Caltrain 198 184 77 80 185 91 95 Builder Model Type Numbers Quantity Seats Year Notes ImageEntered Service Left ServiceNippon Sharyo Gallery Trailer Luggage 3800 3825 26 142 1985 present 3842 built in 1987 Rebuilt by Nippon Sharyo 2001 02 nbsp Trailer Bike 3826 3835 10 108Trailer 3836 3841 6 1483842 3851 10 19863852 3865 14 120 2000 With wheelchair space and bathroomCab Bike 4000 4020 21 97 1985 With bathroom4021 4026 6 78 2000 With wheelchair space and bathroomBombardier Bi Level Trailer Bike 219 1 127 2003 present 220 amp 226 built 2003 With accessible bathroom nbsp Trailer 220 226 229 230 9 144 2002 present231 236 6 140 2008 present164 165 167 169 170 173 175 182 16 149 2015 present With accessible bathroom Purchased from Metrolink 199 Originally built in 1997 Cab Bike 112 118 7 114 2002 present With accessible bathroom119 120 2 114 2008 presentBudd Rail Diesel Car engine removed Trailer 400 403 406 407 410 411 413 415 425 428 12 2000 2005 Built in 1952 acquired in 2000 for use on special event trains Sold to Grand Canyon Railway in 2005 200 nbsp Cab Control 1400 1406 2Electric multiple units edit nbsp A train consisting of new Stadler KISS EMUs undergoing testing in San Jose in November 2023In August 2016 Caltrain awarded a 551 million contract to produce the trainsets needed for running on the electrified line 96 Stadler KISS EMUs arranged into 16 trainsets will be delivered for testing by August 2019 Under the contract Caltrain had the option to procure an additional 96 units in the future 201 202 for an additional 385 million 203 In December 2018 Caltrain was reportedly carrying 65 000 passengers a day and expected to have 240 000 daily riders in 2040 Therefore after funding was received from the California State Transportation Agency s Transit and Intercity Rail Capital Program Caltrain s board approved the purchase of additional cars from Stadler to increase the fleet from 16 six car sets to 19 seven car sets 204 205 206 In August 2023 Caltrain exercised an option order for four additional seven car EMU trainsets 220 million and a single four car battery electric multiple unit BEMU trainset 80 million This will result in a fleet of 23 EMU trainsets six diesel hauled trainsets and one BEMU trainset by 2030 with over 90 of service using electric trains The BEMU trainset will be used on the non electrified portion of the corridor between San Jose and Gilroy 207 208 New trains will be double decked 515 feet 3 inches 157 05 m long and equipped for both 22 and 50 5 inch 559 and 1 283 mm platform heights in anticipation of sharing facilities with California High Speed Rail trains 209 Units can reach speeds of 110 mph 177 km h though operations will likely be limited to 79 miles per hour 127 km h 110 Acceleration of the EMUs should be substantially better than current trains The existing diesel electric locomotives offer a starting tractive effort of 65 000 lbf 290 kN for an EMD F40PH 2 210 and 85 000 lbf 380 kN for an MPI M36PH 3C 211 while a six car KISS EMU set has a starting tractive effort of 121 400 lbf 540 kN 209 The first Stadler KISS was completed by Stadler s Salt Lake City factory in July 2020 212 It was taken to the Transportation Technology Center in Pueblo Colorado for high speed testing 213 Electric multiple units of Caltrain Builder Model Type Numbers Quantity Seats Year Notes ImageEntered service Left serviceStadler KISS EMU 23 sets 161 cars 2024 planned On order under construction nbsp BEMU 1 set 4 cars Miscellaneous Maintenance of Way edit Caltrain has several cars used for track maintenance such as JPBX 505 a track geometry car Some other rolling stock is infrequently used for special service such as on the Holiday Train an annual non revenue train decorated with lights carrying volunteer carolers and making limited stops for toy donations 214 Non Revenue Rolling Stock of Caltrain 185 96 97 215 216 Builder Model Type Numbers Quantity Year Notes ImageEntered Service Left ServiceBudd SPV 2000 Track geometry car 505 1 2007 present Ex Federal Railroad Administration DOTX T 10 nbsp Caboose 598 599 2 2000 present Ex SP Bay Window caboose built 1974 nbsp Flatcar 301 304 4 unk present701 704 4 unk present Built 1975 711MW 712MW 2 unk present Formerly from Golden Gate Railroad Museum generally used for Holiday Train nbsp E530 Gondola 851 1 unk present Built 1976 Ballast hopper 601 606 6 unk present Built 1975 amp 1976 Overhauled 2000 11309 11315 11341 3 unk present Built 1957 11362 11369 11379 3 unk present Built 1954 11542 11573 11579 3 unk present Built 1971 11583 11604 11612 11654 11706 11723 6 unk present Built 1978 Difco M110 Side dump 881 883 3 unk present Built 1978 Intermodal connections editInter City Regional and Commuter rail edit Caltrain has direct connections to three regional rail services Bay Area Rapid Transit BART with service to San Francisco SFO Oakland Fremont Richmond Dublin Concord and Pittsburg at Millbrae Amtrak s Capitol Corridor and Coast Starlight trains as well as the Altamont Corridor Express at San Jose Diridon station and the Santa Clara Transit Center The future San Jose BART extension would also introduce connecting BART service at Diridon station and Santa Clara station The proposed Downtown Rail Extension if completed would connect Caltrain and the California High Speed Rail project to BART in San Francisco proper through an underground pedestrian walkway between Caltrain platforms at the Salesforce Transit Center and BART s Embarcadero station 217 Bus Light rail edit Caltrain is served by a number of local bus rail systems These systems include the San Francisco Municipal Railway Muni San Mateo County Transit District SamTrans and Santa Clara Valley Transportation Authority VTA Additionally Golden Gate Transit of Marin and Sonoma Counties is within 20 minutes walking distance or a short Muni ride via the N or T lines from Caltrain s northern terminus In August 2005 as part of its Vasona light rail project VTA light rail established its third transfer point with Caltrain at San Jose s central train station Diridon In addition to many bus connections VTA light rail service has two other Caltrain transfer points at San Jose s Tamien and at Mountain View The San Francisco Municipal Railway Muni has two light rail connections the N Judah and T Third Street lines at separate stops near the San Francisco 4th and King station Muni intended to establish another light rail connection to the Bayshore station at Visitacion Valley in southern San Francisco for the T Third line but this has been delayed indefinitely due to cost and design issues The T Third opened on April 18 2007 without the connection to Bayshore station citation needed If the aforementioned Downtown Rail Extension is completed the underground walkway between the Salesforce Transit Center and Embarcadero station would also connect Caltrain to Muni Metro s F Market amp Wharves J Church K Ingleside and M Ocean View as well as providing a second connection to the N Judah and linking Caltrain with the California street cable car line The extension to the Salesforce Transit Center would also directly link Caltrain with more Muni bus routes transbay buses operated by AC Transit and Golden Gate Transit and intercity buses operated by Greyhound and Megabus as well as place Caltrain within walking distance of the Ferry Building 217 Airport edit Caltrain passengers may transfer to BART or SamTrans at the Millbrae Intermodal Station for travel to San Francisco International Airport SFO Prior to the opening of the airport extension in 2003 a free shuttle bus operated between Millbrae and the airport 218 On June 24 2018 SamTrans launched Route SFO which provides service using buses equipped with luggage racks between the station platform at Millbrae and regular samTrans SFO terminal stops Fares on Route SFO match samTrans local pricing 219 220 Caltrain passengers can connect to San Jose International Airport via VTA bus No 60 at the Santa Clara Transit Center 221 Since Caltrain does not run in the East Bay connections to Oakland International Airport must utilize BART s Oakland Airport connector at Coliseum station itself reachable by boarding a red line train at Millbrae and subsequently transferring to a blue or green line train between Daly City and West Oakland or by transferring to VTA light rail s orange line at Mountain View and transferring to green or orange line BART services at Milpitas Passengers can also board the AC Transit system in Hillsdale or Palo Alto via their respective Caltrain stations Regional express bus edit Caltrain is also served by AC Transit from Hayward at the Hillsdale station Line M and at Palo Alto station Line U This is in addition to the Dumbarton Express from Union City Fremont at Palo Alto Furthermore Amtrak s Highway 17 Express bus from Santa Cruz and Monterey Salinas Transit from Monterey at San Jose as well as San Benito County Express from Hollister at Gilroy Bus shuttle edit Caltrain sponsors many shuttle routes serving local employers on the Peninsula and in Silicon Valley Shuttle connections via the Stanford Marguerite Shuttle are available to Stanford University at the Palo Alto and California Avenue stations and San Jose State University at the San Jose station Bicycle access edit nbsp Caltrain Bike Car sign posted by car doorCaltrain was one of the first commuter rail services to add bicycle capacity to its trains inaugurating bicycle service in 1992 by allowing four bikes on certain trains 222 Bicycle policies edit All bicycle rack equipped cars have a yellow Bike Car sign posted by the door Cyclists are required to tie their bicycle to the rack with the bungee cord provided and must be racked so they do not protrude into the aisle Each rack can accommodate four bicycles Because the bikes are stacked together against the racks most riders place a destination tag available from a conductor on their bicycles to optimize placement and minimize shuffling 223 224 Cyclists must be at least six years old and cyclists younger than 12 must be accompanied by an adult and capable of carrying their own bike on and off the train 223 Bicycles must be single rider with a maximum of 80 inches 2 000 mm in length and tandem or three wheel bikes are not allowed Bulky attachments such as training wheels trailers saddlebags and baskets are similarly not allowed 223 Folding bicycles are not restricted and can be carried on any car when folded they may not be placed on seats or block aisles 223 nbsp Bicyclists waiting to board Caltrain at Palo Alto stationThe variation on bicycle capacity between trainsets has generated criticisms from the bicycling community as cyclists may be denied boarding when a train reaches its bicycle capacity The Baby Bullets favored by many cyclists often use lower bike capacity Bombardier cars and cyclists may have to wait for slower trains with higher capacity gallery cars or seek alternate transportation 225 Due to equipment rotation and maintenance concerns Caltrain said in 2009 that it could not dedicate cars with higher bike capacity on trains with high bike demand 226 Eventually two bike cars were added to every train consist by 2011 227 and in 2016 a third bike car was added to Bombardier consists 186 To provide an alternative to bringing bicycles on board the trains Caltrain has installed bicycle lockers at most stations and constructed a new bicycle station at the San Francisco station 228 In early 2008 Caltrain sponsored Warm Planet bicycle station opened at the 4th and Townsend terminus A bicycle station was open at the Palo Alto station from April 1999 to October 2004 and reopened in February 2007 229 Nearly all stations have racks and or lockers available to park bicycles 230 Bicycle cars edit The initial pilot program launched in 1992 allowed up to four bikes per train for off peak service with bicycles were carried in the cab car northernmost car Bicycle capacity was expanded to twelve bikes per train for all trains in 1995 followed by a doubling to 24 bikes per train for all trains in 1996 231 nbsp A bicycle rack aboard a Caltrain gallery carStarting in 2001 gallery cars were modified for bicycle service 231 Gallery cars modified for bicycle service removed seats from the lower level in the north half of the car resulting in space to carry 32 bicycles per car By 2006 Bombardier cars were also modified for bicycle service by partially removed seats from the lower level of the car resulting in space to carry 16 bicycles per car 222 It was suggested that Caltrain could increase bicycle capacity by removing some seats from bicycle cars Initially Caltrain rejected this idea because some trains are operated at seated capacity 228 and the seat removal would take space from other passengers However in early 2009 Caltrain announced that it would be expanding bicycle capacity by 8 spots by removing some seats in the bike cars bringing bike capacity to 40 bikes on gallery cars and 24 bikes on Bombardier cars 222 The expansion started several months later 232 After this bike capacity on trains was expanded by increasing the number of bike cars in a consist rather than further modifying cars Train consists edit At first only the cab control car the northernmost car of each train consist was modified for bicycle service 232 Prior to 2009 Bombardier consists could carry 16 bicycles and gallery consists could carry 32 bicycles With the removal of additional seats in 2009 capacity rose to 24 and 40 bicycles respectively 222 In the fall of 2009 all Bombardier consists and some gallery consists substituted a second bike car for one of the passenger trailers The remaining gallery consists continued with a single bike car 226 resulting in a carrying capacity of 48 bicycles on Bombardier consists or 40 80 bicycles on gallery consists with one or two bike cars 232 Due to demand in 2011 the remaining gallery sets modified a passenger trailer to take bicycles giving two bike cars to all consists increasing capacity on all gallery consists to 80 bicycles per train 233 10 gallery trailer cars 3826 3835 had their lower level seats removed in 2011 3 227 Although the Baby Bullet runs initially used five car Bombardier consists many of the Baby Bullet runs returned to five car gallery sets due to their superior bicycle capacity since demand for bicycle car access was high Prior to 2016 both Bombardier and gallery trains used five car consists With the purchase of Bombardier cars from Metrolink Caltrain announced in January 2015 that roughly half of the additional ex Metrolink cars will be converted to bike cars with capacity for 24 bikes so some trains running Bombardier cars will be six car consists of which three will be bike cars 234 Six car Bombardier consists started running in May 2015 but the third car was not converted for bike service until March 2016 Five of the Bombardier cars were refurbished as bike cars and entered service in March 2016 All Bombardier consists are now six car sets with three bike cars and three passenger cars The third bike car is just south of the existing southern bike car The third bike car is being placed next to the other bike car to help conductors to manage bike capacity 235 Official bike capacity for six car Bombardier consists is 72 24 bikes 3 cars comparable to the 80 bike capacity of five car gallery consists 40 bikes 2 cars See also editList of San Francisco Bay Area trains South Bay Historical Railroad Society Southern Pacific Peninsula Commute Southern Pacific Transportation CompanyReferences edit a b Draft Board Agenda Packet Oct 6 WEB 0 1 www caltrain com Retrieved October 6 2022 Transit Ridership Report Fourth Quarter 2023 PDF American Public Transportation Association March 4 2024 Retrieved March 14 2024 a b c d e f Caltrain Commute Fleet Caltrain com Retrieved September 27 2017 SMA Rail Consulting April 2016 California Passenger Rail Network Schematics PDF California Department of Transportation a b Stadler Awarded Contract for 16 Double Decker Trains by Caltrain PDF Archived from the original PDF on September 21 2016 Retrieved August 23 2016 Caltrain Electrification Caltrain www caltrain com Retrieved September 7 2022 History www caltrain com Archived from the original on May 10 2020 Retrieved February 19 2020 California State Assembly An act to add and repeal Section 26002 5 of the Government Code to amend Section 483 of the Penal Code and to amend Sections 522 and 99260 5 of to add Sections 707 and 99234 7 to and to add and repeal Section 99151 of the Public Utilities Code relating to transportation and making an appropriation therefor 1977 1978 Session of the Legislature Statutes of California State of California Ch 1216 p 4093 Pimentel Benjamin June 30 1997 A New Look for Caltrain Critics want better service instead of cosmetic changes San Francisco Chronicle Retrieved April 4 2017 History Caltrain Milestones Caltrain Retrieved April 9 2008 Caltrain may drop Amtrak switch to new conductor provider The Mercury News August 18 2011 Retrieved November 30 2011 Jobs Retrieved June 12 2012 Baby Bullet Information Caltrain Archived from the original on October 18 2007 Retrieved April 9 2008 Cabanatuan Michael June 8 2004 Bully for Baby Bullet riders say San Francisco Chronicle Retrieved April 9 2008 Caltrain broke major cuts planned Trains April 2 2010 Retrieved April 2 2010 Caltrain Faces 30M Budget Shortfall and Drastic Service Cuts Caltrain com January 19 2011 Retrieved November 30 2011 Caltrain board OKs budget that keeps all trains running all stations open San Jose Mercury News Mercurynews com April 21 2011 Retrieved November 30 2011 Crosson Anastasia May 12 2011 Caltrain Funding Reconfigured Burlingame CA Patch Burlingame patch com Archived from the original on August 12 2011 Retrieved November 30 2011 Hill Jerry June 21 2017 Senate Bill No 797 An act to add Chapter 2 95 commencing with Section 7286 65 to Part 1 7 of Division 2 of the Revenue and Taxation Code relating to transportation California Secretary of State Retrieved June 28 2017 a b Murphy Katy June 22 2017 New sales tax for Caltrain A 1 8 cent levy is in the works San Jose Mercury News Bay Area News Group Retrieved June 28 2017 a b Finance Division January 26 2017 Comprehensive Annual Financial Report For the Fiscal Year Ended June 30 2016 and 2015 PDF Report Peninsula Corridor Joint Powers Board p 13 Retrieved March 28 2017 Murphy Katy September 1 2017 Voters get ready for a Caltrain sales tax measure San Jose Mercury News Retrieved September 4 2017 Brown signs two transit tax laws San Mateo Daily Journal October 11 2017 Retrieved October 11 2017 Rodriguez Joe Fitzgerald June 21 2017 Legislators propose sales tax to help fund Caltrain San Francisco Examiner Retrieved June 28 2017 a b Avalos George June 26 2017 Poll Caltrain sales tax hike draws huge voter support San Jose Mercury News Bay Area News Group Retrieved June 28 2017 a b c Weigel Samantha June 26 2017 Poll Support for Caltrain tax San Mateo Daily Journal Retrieved June 28 2017 Savidge Nico April 3 2020 New levy would fund more frequent trains The Mercury News San Jose California Retrieved August 6 2020 Caltrain to Adjust Service in Response to Significantly Lower Ridership Press release Peninsula Corridor Joint Powers Board March 13 2020 Retrieved August 17 2021 Caltrain to Implement Additional Weekday Service Reductions Press release Peninsula Corridor Joint Powers Board March 26 2020 Retrieved August 17 2021 Caltrain Increases Weekday Service as Region Reopens Press release Peninsula Corridor Joint Powers Board June 10 2020 Retrieved August 17 2021 Caltrain Ridership Increases as Bay Area Returns to Work Press release Peninsula Corridor Joint Powers Board June 29 2020 Retrieved August 17 2021 Swan Rachel July 14 2020 Caltrain might have to shut down after supervisors scuttle sales tax measure San Francisco Chronicle Retrieved July 15 2020 Swan Rachel July 15 2020 Caltrain derailed Advocates predict shutdown would mean disaster for Bay Area San Francisco Chronicle Retrieved July 15 2020 Savidge Nico July 15 2020 Caltrain shutdown Once unthinkable becomes possible The Mercury News Retrieved July 15 2020 Savidge Nico August 6 2020 Last minute deal saves Caltrain tax Will voters support it The Mercury News San Jose California Retrieved August 6 2020 Burruto David November 5 2020 Voters save Caltrain with Measure RR passage in all three counties County of San Mateo Board of Supervisors Retrieved January 28 2021 Caltrain Implements New Service Changes and Permanently Closes Atherton Station Press release Peninsula Corridor Joint Powers Board December 7 2020 Retrieved August 17 2021 Caltrain Implements Service Changes to Maintain Regional Connections and Improve Service Press release Peninsula Corridor Joint Powers Board March 16 2021 Retrieved August 17 2021 Caltrain to Run More Service than Ever Cut Fares 50 Press release Peninsula Corridor Joint Powers Board August 13 2021 Retrieved August 17 2021 Caltrain to Operate New Schedule Starting this Fall Press release Peninsula Corridor Joint Powers Board September 13 2023 a b Bartholemew Tasha April 21 2016 Modernization Electrifying the Bay Area s Silicon Valley Rail Corridor Mass Transit Magazine Retrieved May 17 2016 a b Peninsula Corridor Electrification Fact Sheet PDF Caltrain February 2013 Retrieved October 26 2013 Caltrain approves FY 2017 operating and capital budgets Railway Age June 3 2016 Retrieved June 5 2016 Projected Timing for Electrification of Caltrain Pushed Back to 2022 SocketSite October 9 2017 Retrieved October 13 2017 Electrification Notice of Preparation Caltrain Caltrain Electrification Status Report April 2006 Board Meeting MS PowerPoint Caltrain April 2006 Meacham Jody March 4 2016 Caltrain CEO denies report that electrification project faces possible delay American City Business Journals Silicon Valley Business Journal Retrieved May 17 2016 Cost of Caltrain Electrification Increases Project on Track for 2024 Press release Caltrain December 6 2021 Advanced Signal System Installation Fact Sheet PDF Caltrain May 2015 Retrieved May 26 2015 Hotline 656 National Association of Railroad Passengers May 28 2010 Archived from the original on July 16 2011 Retrieved June 11 2010 Rosenburg Mike May 27 2010 Electric train granted key waiver San Jose Mercury News Retrieved December 6 2014 Caltrain awards electrification EMU contracts William C Vantuono Railway Age July 8 2016 Local Trump administration deals a big setback to Caltrain San Francisco Chronicle February 17 2017 Retrieved March 5 2017 Eilperin Janet April 22 2017 Though shovels are ready Trump officials delay grant for Caltrain upgrade The Washington Post Retrieved April 23 2017 Safety feature missing from Amtrak train that crashed in Washington state and Caltrain Palo Alto Daily Post December 21 2017 Retrieved December 8 2018 a b Caltrain misses another deadline to install safety system Palo Alto Daily Post December 7 2018 Retrieved December 8 2018 TRANSPORTATION HOUSING AND URBAN DEVELOPMENT AND RELATED AGENCIES APPROPRIATIONS ACT 2017 PDF U S House of Representatives Archived from the original PDF on May 2 2017 Retrieved May 2 2017 Tolan Casey May 17 2017 Transportation Secretary Elaine Chao says she can t approve Caltrain electrification grant yet San Jose Mercury News Retrieved May 19 2017 Rodriguez Joe Fitzgerald May 22 2017 Feds flip will approve funding for Caltrain electrification San Francisco Examiner Archived from the original on May 23 2017 Retrieved May 22 2017 It s officially done Caltrain s GM Jim Hartnett signed the FFGA USDOT this morning Official Caltrain Twitter Account May 23 2017 Retrieved May 28 2017 Cabanatuan Michael July 21 2017 Caltrain electrification project takes symbolic step forward San Francisco Chronicle Retrieved July 22 2017 Rachel Swan December 5 2018 Safety systems running late as railroads including Caltrain request extensions San Francisco Chronicle Retrieved December 8 2018 CaltrainPositive Train Control Project Certified by FRA Press release Peninsula Corridor Joint Powers Board January 11 2021 Retrieved August 17 2021 Caltrain s First Electric Trainset Shipped to Colorado for Testing Press release Peninsula Corridor Joint Powers Board February 26 2021 Retrieved August 17 2021 Caltrain Electrification Delayed to 2024 Press release Peninsula Corridor Joint Powers Board June 3 2021 Final foundation laid on Caltrain electrification project International Railway Journal February 1 2022 Retrieved February 4 2022 Whiting Sam March 10 2022 13 injured in fiery crash on Caltrain tracks in San Bruno San Francisco Chronicle a b c d e f g Background on Caltrain Corridor Grade Crossings and Separations Caltrain WPLP Committee February 24 2021 Retrieved May 8 2023 a b Pennsylvania Avenue Extension San Francisco County Transportation Authority Retrieved May 12 2023 So Linden Ave Grade Sep City of South San Francisco California Retrieved May 8 2023 S Linden Avenue amp Scott Street Grade Separation Project City of San Bruno California Retrieved May 8 2023 Broadway Grade Separation City Project No 82540 City of Burlingame Retrieved May 12 2023 Caltrain Grade Separation Feasibility Study City of Redwood City Retrieved May 12 2023 Caltrain grade separation City of Menlo Park Retrieved May 12 2023 Connecting Palo Alto Designing our rail corridor for the future City of Palo Alto Retrieved May 12 2023 Rengstorff Avenue Grade Separation Project City of Mountain View Retrieved May 12 2023 Castro Grade Separation and Access Project GSAP City of Mountain View Retrieved May 12 2023 Caltrain Grade Separation City of Sunnyvale Retrieved May 12 2023 Diridon Integrated Station Concept Plan City of San Jose Retrieved May 12 2023 Hillsdale Station Opening Press release Peninsula Corridor Joint Powers Board April 2021 Transbay Transit Center Transbay Joint Powers Authority TJPA November 24 2011 Archived from the original on July 9 2011 Retrieved December 6 2014 Transbay Transit Center Caltrain Downtown Extension San Francisco County Transportation Authority Retrieved June 14 2012 Cabanatuan Michael Lee Stephanie M Knight Heather April 16 2012 Caltrain downtown extension gets top billing for top dollar San Francisco Chronicle Matier amp Ross May 11 2015 I 280 near Mission Bay would be razed in Caltrain tunnel plan SFGate Retrieved May 26 2015 Cabanatuan Michael Dineen J K April 22 2018 New simpler plan for SF s downtown rail extension San Francisco Chronicle Retrieved April 28 2018 King John January 18 2023 High speed rail to downtown S F is back on track but the price tag keeps going up San Francisco Chronicle Retrieved July 15 2023 Dumbarton Rail Corridor San Mateo County Transportation Authority Archived from the original on April 17 2012 Retrieved January 24 2007 Winegarner Beth June 28 2006 Finish date for Dumbarton rail plan pushed back to 2012 San Francisco Examiner Albach Banks November 16 2006 Officials delve into Dumbarton puzzle Palo Alto Daily News Oremus Will June 15 2008 Dumbarton rail faces financial fight Redwood City Daily News Archived from the original on February 1 2013 Rosenberg Mike June 11 2009 Dumbarton Rail Lawsuit Dropped Oakland Tribune Rail Passenger Development Plan 1984 89 Fiscal Years Sacramento CA Division of Mass Transportation Caltrans 1984 OCLC 10983344 Commuter rail service from Hollister Hollister Free Lance April 24 2003 Retrieved October 16 2020 a b c d e f Parsons Transportation Group April 26 2006 Caltrain Extension to Monterey County Passenger Rail Stations Volume I Draft Environmental Impact Report PDF Report Transportation Agency of Monterey County Retrieved July 3 2016 Parsons Transportation Group July 2006 Caltrain Extension to Monterey County Passenger Rail Stations Volume III Final Environment Impact Report EIR PDF Report San Jose California Transportation Agency of Monterey County Retrieved December 6 2014 a b Parsons August 2013 Addendum Capitol Corridor Extension to Monterey County Environmental Impact Report PDF Report Transportation Agency for Monterey County Retrieved July 3 2016 Rahaim Nick January 5 2017 Frank s Fish Market will close to pave way for new Salinas train station Monterey County Now Retrieved January 15 2017 Johnson Jim May 9 2018 Salinas commuter rail extension project gets 10 million SB 1 gas tax grant Monterey Herald Retrieved May 11 2018 Monterey County Rail Extension PDF Transportation Agency for Monterey County March 2020 Evaluation of the Feasibility of Constructing a Peninsula Commute Service CalTrain Station in the South Bayshore Hunters Point Area of San Francisco and of Closing the Paul Street Station PDF Report California Department of Transportation District 4 Public Transportation Branch Fall 1988 4 Part II Physical Planning and Environmental Programs PDF Bayview Hunters Point Community Revitalization Concept Plan Report San Francisco Planning Department pp 108 109 Retrieved October 17 2018 Caltrain OK s Fare Increase Service Revamp to Close Deficit Press release Peninsula Corridor Joint Powers Board April 25 2005 Archived from the original on May 7 2005 Retrieved June 4 2018 a b HNTB Corporation February 2005 Bayview Oakdale Caltrain Station Study PDF Report San Franicsco County Transportation Authority Retrieved October 17 2018 Fact Sheet Caltrain Station at Oakdale Avenue PDF San Francisco County Transportation Authority March 2014 Caltrain Oakdale Station Ridership Study PDF Report San Francisco County Transportation Authority March 2014 Retrieved October 17 2018 Southeast Rail Station Study San Francisco Planning Commission Retrieved August 12 2022 Southeast Rail Station Study SERSS PDF Report San Francisco Planning Commission June 30 2022 Retrieved August 12 2022 Quint Street Project Peninsula Corridor Joint Powers Board Retrieved October 17 2018 Quint Jerrold Connector Road and the Quint Street Bridge Replacement Project San Francisco County Transportation Authority Retrieved October 17 2018 a b Caltrain California HSR Blended Operations Analysis PDF Caltrain com LTK Engineering Services Archived from the original PDF on November 6 2014 Retrieved November 13 2016 San Francisco to San Jose Project Section Draft Environmental Impact Report Environmental Impact Statement Volume 1 Chapter 2 PDF CHSRA July 2020 pp 2 5 Retrieved July 20 2020 Law Enforcement Services Procurement Process and Summary Details PDF Peninsula Corridor Joint Powers Board June 4 2020 Retrieved September 28 2021 Transit Police Bureau San Mateo County Sheriff s Office Retrieved September 28 2021 Caltrain System Map Caltrain Retrieved February 11 2013 Van Hattem Matt July 5 2006 Caltrain Trains Magazine Retrieved November 22 2008 a b Santa Clara Station Disembarking from six car trains Caltrain March 21 2021 Retrieved March 21 2021 Caltrain Facilities and Statistics Caltrain Archived from the original on June 15 2008 Retrieved November 22 2008 GCOR General Code of Operating Rules PDF West Coast Railroaders Group Report 6th ed General Code of Operating Rules Committee 2010 pp 6 15 Archived from the original PDF on February 1 2016 Retrieved January 20 2017 When notified that a passenger train will be at a station do not pass between station platform and a passenger train until assured that all passengers and employees have cleared the track between the passenger train and the station platform Movement may then pass when preceded by an employee walking ahead of the movement San Francisco to San Jose Glossary of Terms PDF California High Speed Rail Authority Caltrain JPB February 18 2010 Archived from the original PDF on April 26 2019 Retrieved November 4 2019 Hold Out Rule The rule enforced at Caltrain stations that have only one outside boarding platform which prevents a train from entering the station while another train is at the station boarding or alighting passengers Platform upgrades will allow the hold out rule to be eliminated either by adding a second outside boarding platform on the opposite side or by replacing the existing platform with a center boarding platform Duncan Mark October 4 2005 The San Francisco Peninsula Railroad Passenger Service Past Present and Future PDF Archived from the original PDF on October 18 2018 South San Francisco Caltrain Station Improvement Project Peninsula Corridor Joint Powers Board Caltrain Notice Construction Installation and Maintenance Caltrain Retrieved September 25 2021 Caltrain Implements New Service Changes and Permanently Closes Atherton Station Press release Peninsula Corridor Joint Powers Board December 7 2020 Google Earth images Caltrain Set to Open New 140M Maintenance Facility Caltrain September 24 2007 Retrieved April 9 2008 CEMOF Grand Opening San Jose Mercury News September 29 2007 Archived from the original on October 21 2007 Retrieved April 9 2008 CEMOF Centralized Equipment Maintenance and Operations Facility Fact Sheet Caltrain Arc, wikipedia, wiki, book, books, library,

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