4-Track Analysis
11.21.23 AGENDA
Operations Considerations
4-Track Analysis
Purpose & Initial Approach
4-Track and Crossings
Preliminary Review
Next Steps and Engagement
4-Track Analysis
Corridor and Palo Alto Segments
Meeting Objectives
3 Review 4-Track Analysis
approach considerations and
trade-offs
Outline N. Santa Clara
Adopted Service Vision
segments
Discuss N. Santa Clara
Adopted Service Vision
segment observations and
constraints
Review operations
considerations
and analysis
Track Configuration Today
Caltrain 50.94
= UP 51.64
4 Adopted Service Vision
4-Track Segments
Adopted Service Vision
4-Track Segment
Station (Milepost)
Main Track Line
Controlled SidingAdopted Service Vision
4- Track Segment Options
x
Caltrain 50.94
= UP 51.64
Notes:
* Identified in Business Plan
*
5 4-Track Analysis
Purpose & Initial Approach
4-Track Analysis Purpose
7 Provide location, length, and mile post limits based on 4-track segments identified in the Caltrain Business Plan
Define required infrastructure to meet the 2040 Long Range Service Vision (Adopted Service Vision) for Caltrain and HSR service
Utilize analysis of 4-track segments to guide grade separation projects Purpose
Business Plan (2017-2019):
Growth Scenarios Recap
Moderate Growth (Adopted Service Vision)
• 8 Caltrain trains + 4 HSR trains phpd
High Growth (Higher Growth Service)
• 12 Caltrain trains + 4 HSR trains phpd
8 PCJPB agrees that it shall not take action
… that PCJPB knows or reasonably should
have known at the time of the action would
effectively preclude or make materially
more complicated or expensive CHSRA’s
future operation in the Peninsula Rail
Corridor…
– PFMA Section 5.3.1
4-Track Initial Planning Approach
• Tested 4-track layouts using
Caltrain, CPUC, and HSR
engineering criteria
• Evaluated and simulated service
parameters of 4-track layouts
• Refined and validated 4-track
limits through service operations
and engineering analysis
Service
ROW
Engineering
Criteria
9 4-Track Initial Evaluation Process
North Santa Clara County Segments
Focused on trade-offs between operations, ROW, and design Worked towards reducing potential impacts to the surrounding environment (i.e., at-grade crossings, adjacent land use, buildings, and infrastructure) Identified interdependencies between platform configuration, express/high- speed services (110mph), and turnout design and configuration Focused on horizontal layout, but considered vertical opportunities and constraints
10 Operations
Considerations
Planning Parameter Assumptions
12 Planning Parameter Assumption
Headway / Separation 2-minute minimum corridor separation time Minimum Turnaround Time HSR: 20 min
Caltrain: 20 min
Minimum Dwell Time HSR: 2 min
Caltrain: 1 min at major stations, 0.7 min at minor stations Rolling Stock
HSR: Generic High-Speed Trainset
Caltrain: KISS EMU
Freight: Dash9
Speed Limit 110 mph (Class 6 Passenger Track)
50 mph (Freight Speed)
Recovery Time 10% Distributed
Adopted Service Vision - 12 TPH (8 Caltrain + 4 HSR)
13 Proposed 4-track sections for
HSR Platform
Proposed 4-track sections for
overtakes
01:0003:20
Two Minute Separation: In & Out of a 4-Track Segment
14 1:50
05:00
03:2004:00
04:20
2-minute separation between trains
00:00
Station
02:5006:2004:20
2:20
00:00
Control Point Control Point
Dwell Time
4-Track Segment
Analysis
Track Configuration Today
Caltrain 50.94
= UP 51.64
16 Adopted Service Vision
4-Track Segments
Adopted Service Vision
4-Track Segment
Station (Milepost)
Main Track Line
Controlled SidingAdopted Service Vision
4- Track Segment Options
x
Caltrain 50.94
= UP 51.64
Notes:
* Identified in Business Plan
*
17 The Mountain View Transit Center was identified as a potential 4-track segment for the adopted Service Vision. The segment was removed prior to the 4-track analysis process due to:
• 4-track capacity further north better supports blended service patterns • Not operationally preferred in the adopted Service Vision for a 4-track capacity because it would not support service patterns developed under the Service Plan Initial Trade-Offs &
Key Elements
18 Service
ROW
Design
Impact sites vs. impact corridors
Changing schedules or
overtakes vs. no changes
Turnout design
Ownership, RCUP
Basis of design,
function, and trackway
Location of 4-Track
segments
Type of grade
separation
Location of 4-Track segment and service
resilience
Train Speed
Influence of Turnout Design on Service
19 Maximum
Allowable Speed
Transition
Length to Center
Platform with
Left Hand
Turnout
(Approximate)
Transition
Length to Center
Platform with
Right Hand
Turnout
(Approximate)
79 mph 1200 ft. 1800 ft.
110 mph 1500 ft. 2200 ft.
Turnout No. Passenger Train Speed
Through Turnout
20 50 mph
24 60 mph
Left Hand Turnout Right Hand Turnout
Typical Section for Running Track
• Parameter assumptions
presented in Basis of Design
• Tangent 4-track running track
section
• Reusing existing OCS
equipment where possible
20 Technical Analysis
Cross-sections
21 Operations
Turnouts
Alignment
Concept
Segment Characteristics
MP Limits MP 29.7 - 30.9
Length (miles)* 1.2
Stations Impacted Palo Alto &
Stanford Stadium
At-Grade Crossings Impacted 2
Grade Separations Impacted 3
Active Projects Connecting Palo Alto
*Length includes 2- to 4-track transitions
Palo Alto Station Segment
High Community & Infrastructure Impacts
North Santa Clara Segment – Option A
Segment Location
22 x
Palo Alto Station Segment
San Francisquito
Creek Bridge and
El Palo Alto Tree
El Camino Park
Palo Alto Southern
Pacific Station
Sutter Health
Center
Alma Street and
University Avenue
Caltrain CorridorArea of Influence
Palo Alto Station
North Santa Clara Segment – Option A
23 Palo Alto Station Segment
North Santa Clara Segment – Option A
Palo Alto Station
(Expanded & Relocated)
24 *Illustrative – Tracks can shift, and/or elevated, as concept is further developed.*Illustrative – Tracks can shift, and/or elevated, as concept is further developed.
Caltrain ROW Area of InfluenceLegend
San Antonio Station
Segment
Palo Alto Station
Palo Alto
Station
Infrastructure
Impacts
Caltrain Corridor
Infrastructure Modifications
California Ave Station Segment
Limited Community & Infrastructure Impacts
Segment Characteristics
MP Limits MP 30.9 - 32.8
Length (miles)* 1.9
Stations Impacted California Avenue
At-Grade Crossings Impacted 2
Grade Separations Impacted 2
Active Projects Connecting Palo Alto
*Length includes 2- to 4-track transitions
North Santa Clara Segment – Option B
Segment Location
26 x
California Avenue Station Segment
Alexander Peers
Park
California Avenue
Station
Oregon
Expressway
Caltrain CorridorArea of Influence
North Santa Clara Segment – Option B
27 California Ave Station Segment
North Santa Clara Segment – Option B
28 Caltrain ROW Area of InfluenceLegend
*Illustrative – Tracks can shift towards Alma Street, and/or elevated, as concept is further developed.
California Ave Station Segment
29 California Avenue Station
North Santa Clara Segment – Option B
*Illustrative – Tracks can shift, and/or elevated, as concept is further developed.
Caltrain ROW Area of InfluenceLegend
California Avenue Station
Oregon
Expressway
California
Avenue Station
Infrastructure
Impacts
Caltrain Corridor
Infrastructure Modifications
San Antonio Station Segment
High Community & Infrastructure Impacts –
Major Reconstruction
31 North Santa Clara Segment – Option C
Segment Location
Segment Characteristics
MP Limits MP 33.25 - 34.60
Length (miles)* 1.35
Stations Impacted San Antonio
At-Grade Crossings Impacted 3
Grade Separations Impacted 2
Active Projects
Connecting Palo Alto &
Rengstorff Grade
Separation
*Length includes 2- to 4-track transitions
x
San Antonio Station Segment
32 *Illustrative – Tracks can shift, and/or elevated, as concept is further developed.
Caltrain ROW Area of InfluenceLegend
San Antonio Station Segment
San Antonio Road
Overpass
33 San Antonio
Station
Caltrain CorridorArea of Influence
San Antonio Road Overpass
34 San Antonio Road Overpass
35 San Antonio Road Overpass
36 San Antonio
Station
Infrastructure
Impacts
Caltrain Corridor
Infrastructure Modifications
Northern Santa Clara County
Palo Alto (A) California (B) San Antonio (C)
Constraints • Palo Alto Southern Pacific
Station (SHPO - Cultural
Resource)
• University Ave/Alma Street
Interchange and Underpass
• San Francisquito Creek Bridge and
El Palo Alto Tree
• El Camino Park
• Homer Avenue pedestrian
undercrossing
• Sutter Health Center
• Palo Alto High School
• Residential areas surrounding
Caltrain ROW
• Alexander Peers Park
• Oregon Expressway – “T”
intersections for ramp
exits/entrances
• San Antonio Road Interchange and
Overpass
• Residential areas surrounding
Caltrain ROW
• Existing curve south of San Antonio
Station (Speed Constrain below
110 mph)
Adopted Service Vision
Refined 4-Track Segment
Station (Milepost)
38 Northern Santa Clara County Segment
Segment Option Consideredx
Northern Santa Clara County Preliminary Understanding
39 Validated 4-Track segment lengths
Assumes upgraded signaling system for 2-minute buffer between trains (current signal system allows for 4-minute buffer) Supports and provides operational flexibility for the service in the Adopted Service Vision
Local train dwells 4 minutes (3 minutes more than standard 1-minute station dwell)
Operations Simulation of Segments
2 +3
4-Track Segments in Northern Santa Clara County were analyzed to evaluate trade-offs and determine the most viable option to meet the needs of the Adopted Service Vision goals and Caltrain’s obligations for blended service in the corridor.
Caltrain will continue to coordinate with the city to not preclude future 4-track, as the city develops their Connecting Palo Alto alternatives
Comments/Questions