Caltrain Electrification Project Update

Spring 2009

General History of ElectrificationInitial Concept Introduced 1998• Caltrain Rapid Rail Study• Caltrain Strategic PlanProject Planning Started 1999• Systems Analysis• Technical Support DocumentationEnvironmental/Conceptual Engineering from 2000-2005• EIR and Alternatives Planning• Preliminary Engineering Studies and DesignsProgram Milestone Update 2006• Amended Scope, Schedule & Budget based upon conceptual

engineering • Caltrain Board presentation April 2006: Reaffirmation of

program priority • Proceeded to Preliminary Engineering phase of project

Electrification Project Characteristics Supports Caltrain’s future operational growth• System will have sufficient power capacity for longer consists on

5-minute headway operations – a primary goal of Caltrain 2025Compatible with regional interfaces• Will enable projects such as Transbay Terminal to be served by

rail• Sufficient clearances for freights and other diesels to operate

normally under the wiresSupports statewide initiatives• Overhead wires will be designed to allow 90 mph operations, with

ability to adjust for 125 mph (California High Speed Rail)

Main Components of ElectrificationTraction Power Supply (TPS)• 25kV ac auto-transformer configuration• 2 main substations at SSF and SJ (115kV utility supply)• 7 paralleling stations, 1 switching station

Overhead Catenary System (OCS)• 4 wire system (messenger, contact, feeder, static)• 30 to 40 ft. high located on outside of tracks (150-200ft apart)• Cantilevers for 2-track areas and headspan arrangements in

multi-track areasCommunications System• Fiber optics to provides communication link for operation of the

electrification system (96 fiber secure ring)• Provides support network for existing and future control and

information systems (10Gb bandwidth and 100 access points)

OCS: two tracks - cantilever arrangement

Minimal visual impact from outside of right of way

OCS: station configuration

Poles integrated into station design to minimize impacts

Terminal Area: multi-track design

Headspan arrangement

OCS: multi-track design

Headspan arrangement

Some right of way modifications and vegetation clearing required

OCS: in open route areas

OCS: on elevated section

Poles integrated into structure or embankment

Electrical Substation

Noise at facility: less than 68 dBA EMF: 5 to 9 mG at perimeter of facility

115kV Utility supply is transformed to 25kV for Railroad use

Fiber Optic network links Control Center with field devices

Integrated SCADA and Communications

Traction Power Site and Catenary System

TPS, OCS and Communications within one system design

Rolling Stock Options – Two AlternativesElectric Multiple Unit (EMU) • Every unit self-propelled • Performance not affected by length

of train • Unaffected by > 2% gradients

Electric Locomotive• One motor unit / 8 coaches• Train lengths affect performance

(acceleration and braking)

Key Impacts and Benefits of ProjectNo Adverse Impacts (EA/EIR)• Visual effect not out of character with existing land uses

Reduced Noise and Vibration• Beneficial to current residents as well as Transit-oriented

Development and the Grand Boulevard vision

Substantially Lower Air Pollutant Emissions• Electric trains are zero emission vehicles• Reduction of up to 90% of particulate and gaseous emissions

Lower Energy Consumption (electric vs. diesel)• Approx 30% savings per year in energy consumed• Regenerative braking provides opportunity for additional savings

of 15-20%

Key Impacts and Benefits of ProjectTravel time reduction due to enhanced acceleration / deceleration characteristics of electric vehicles• Modern, efficient system• Operational flexibility • Stimulates ridership which reduces automobile miles, and

reduces parking demands in SF, SJ and Peninsula cities

Positive Employment Impact• Approximately 1,700 direct construction jobs created and 2,000

additional indirect and induced positions

Electrification Progress to Date• TPS study and electrical simulations completed• OCS conceptual drawings and standards completed• Technical Specs and design criteria completed• Operations and Maintenance analysis report and

estimate completed• Preliminary safety and construction impact analyses

completed• PG&E feasibility study completed• 35% Designs of TPS, OCS, Signals and Communications

plans and specifications completed

Electrification Current Activities

• Coordinating with PG&E for connection to 115kV supply • Request for exemption from existing CPUC General

Orders for 25kV electrification • Updating project schedule and budget based on

35% design• Preparing design packages (OCS, TPS, Signals and

Crossings, Comms) for advancement to RFP for next phase

• Interface of project components with current and futureinfrastructure projects

• Coordinating design with UPRR, VTA, Transbay,CaHSR

Project ScheduleElectric Revenue Service in 2015• Completion of 35% preliminary engineering – Mar 2008• EA/EIR sign off and release to public – early 2009• CPUC exemption for Caltrain 25kV electrification – mid 2009• Coordination of utility supply – late 2008 to early 2010• Detailed design phase – 2009 to 2010 • Construction (OCS, TPS, Signal and Crossing mods, Comms

network) – 2011 to 2013• Testing / Commissioning / System Integration & Start-up –

late 2014• Revenue Service – 2015

Project Estimate (2008 dollars)

San Francisco to Tamien Electrification Systems (TPS and OCS)

– TPS, OCS, Control, Utilities = $452 million

Signal, communications, grade crossing, infrastructure

– Compatibility modifications = $156 million

Total Infrastructure Installation= $608 million

Project Risks and Challenges

• Funding constraints potential to cause project delays • Regulatory support (CPUC, FTA, etc.)• Development pressures along Caltrain RoW• Managing construction under live operations and

community constraints• Coordination with other capital projects and

maintenance activities• Regional agencies and public support