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Jonathan Hayes - Greystar <br />Updated March 15, 2017 - Page 9 <br /> <br /> <br />trains in the future are planned to be EMU trains, which are self-propelled electric rail vehicles <br />that can accelerate and decelerate at faster rates than diesel power trains, even with longer trains. <br />This plan was formally adopted on January 8, 2015 and electrified service is anticipated to begin <br />in 2020 or 2021 10. <br /> <br />Based on the current Caltrain schedule, there are 92 trains passing the project site during the <br />weekdays, 32 trains during the weekend, and 4 additional trains that only run on Saturday. <br />Electrification of Caltrain would eliminate DPM emissions from most of these trains and would <br />increase the number of weekday trains from 92 to 114. In addition to the Caltrain trains, there <br />are about four freight trains that also use this rail line on a daily basis.11 Caltrain plans are that in <br />2021 service between San Jose and San Francisco would use a mixed fleet of EMUs and diesel <br />locomotives, with approximately 75% of the service being electric and 25% being diesel. In <br />2021, some peak service trains would be diesel. All other service, including off-peak periods, <br />would be EMU-based. Off-peak periods include early morning, midday, and after 7:00 p.m. <br />After 2020, diesel locomotives would be replaced with EMUs over time as they reach the end of <br />their service life. Caltrain’s diesel-powered locomotives would continue to be used to provide <br />service between the San Jose Diridon Station and Gilroy. It is expected that 100 percent of the <br />San Jose to San Francisco fleet would be EMUs by 2026 to 2029.12 <br /> <br />Prior to Caltrain electrification, it was assumed that during 2020 all trains would continue to use <br />diesel locomotives. There would be 92 daily weekday trips and 32 daily weekend trips with 4 <br />additional trips on Saturdays. On an annual average basis there would be a total of 75 daily <br />trains using diesel locomotives. Sixty-one of these trains would stop at the Redwood City <br />Caltrain station and 14 would pass the station without stopping. Starting in 2021 there would be <br />24 daily weekday trips and 4 daily weekend trips with 4 additional trips on Saturdays using trains <br />with diesel locomotives13. On an annual average basis there would be a total of 19 daily trains <br />using diesel locomotives. Ten of these trains would stop at the Redwood City station and nine <br />would pass the station without stopping. From 2026 on it was conservatively assumed that there <br />would be 4 daily weekday diesel trains stopping at the Menlo Park Station. All trains used for <br />freight service were assumed to use diesel powered locomotives. <br /> <br />The schedule for Caltrain electrification has recently been questioned due to the reliance on <br />federal funds that would contribute to the construction costs. These funds are under review, so <br />the schedule could be delayed. To address this issue, a scenario that assumes Caltrain would use <br />all diesel-powered locomotives in the future was also evaluated. This provides the worst-case <br />analysis of health risks from the Caltrain railroad. The same information provided above applies, <br />except all assumed electric trains would be diesel-powered. <br /> <br /> <br />10 Caltrain, 2015. Peninsula Corridor Electrification Fact Sheet. May 2015. <br />11 Bay Area Regional Rail Plan, Technical Memorandum 4a, Conditions, Configuration & Traffic on Existing System, <br />Metropolitan Transportation Commission, November 15, 2006. <br />12 Ibid <br />13 Caltrain 2015. Short Range Transit Plan:FY2015-2024. October 1, 2015. <br />8.A. - Page 92