![]() The San Jose-San Francisco section would include about 43 miles through mostly urban areas. The projects would also include construction of stations and a light maintenance yard. “For 40 miles, that's a big deal.”Ībout 17.4 miles of Caltrain track would need to be modified to support speeds up to 110 mph. “We were able to really drive those impacts even further down where I think we would have just a handful of property impacts that we ultimately have at the end of the project,” Lipkin says. The rejected option would have added about 6 miles of additional passing tracks, records show. The board selected its preferred alternative for the section, which would build on commuter rail service of Caltrain’s electrification project corridor and minimize impacts on areas along its route compared to a second option that had been considered. Plans call for that downtown station to be used only temporarily until the Transbay Joint Powers Authority extends the electrified rail corridor to Salesforce Transit Center, which would then serve as the terminal station for the high-speed line. Proceeding northwest from the Diridon high-speed rail station in San Jose, which was previously approved, this section would add stops in Millbrae near San Francisco International Airport and in downtown San Francisco at Fourth and King streets. Opportunities to lower that by optimizing plans during design, he adds. The authority estimates it will cost about $4 billion to build the San ![]() ![]() ![]() “But also it's really part of the statewide vision of what this project can do in terms of tying communities together reducing travel times and reducing emissions.” “We now have nominal clearance all the way from downtown San Francisco into Los Angeles County, which is huge from a spanning-the-state standpoint,” Lipkin says. ![]()
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