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State of Good Repair
Most of the projects included in the 20-year plan need to be
accomplished without disrupting the daily operations of the
railroad. This means all the work must be done without
losing any of the service reliability Caltrain customers
have come to expect.
In order to achieve this feat, Caltrain has begun a program
called “State of Good Repair.” This refers to bringing the
current infrastructure up to the best condition possible so
that other projects will not degrade service while they are
underway. Projects include replacing nearly all rail bridges
along the system; adding much-needed crossovers; replacing
jointed rail with seamless welded rail; removing hold-out stations
and improving train access in and out of terminal stations to
increase the number of trains that can operate; and improving
radio and signal systems.
“We have so many important capital projects on our schedule,”
said Doty, “but we can’t make them happen until we bring the
railroad up to its highest state of good repair. It’s like getting a
person as healthy as possible, so they can undergo
elective surgery.”
While the State of Good Repair program is ongoing, the
first and most urgent phase is scheduled to last five years.
Once this initial push is complete, sections of the railroad
can be selectively targeted for the larger projects in the
20-year plan, with minimal effect on schedules or on-time
performance.
Bridge Rehabilitation
In 2005, Caltrain started a project to repair or replace nearly
30 bridges along the rail corridor from San Francisco to San Jose.
Most of the bridges were built nearly 100 years ago and are
nearing the end of their useful lives, having deteriorated with time
and regular use. These bridge construction projects pose a distinct
challenge to construction crews because the work has to be done
without interfering with train service. Most of the work needs to
take place at night or on weekends, and all track work needs to
be restored before the first train of the morning. This $115 million
project will continue through 2010.
Hold-out Stations
Caltrain’s goal is to provide the safest, quickest service to its
customers. One of the impediments to quicker service is
hold-out stations. These are stations built long ago, with a
narrow northbound platform that sits between the northbound
and southbound tracks. Because of the danger involved if a
person were to be trapped on the platform between trains, when
one train is at the station, any other train is required to
“hold out” beyond the station until the first one clears the area.
While this practice is necessary for the safety of people at
the station, it slows down the train system and makes
scheduling less flexible. Caltrain plans to eliminate its few
remaining hold-out stations at South San Francisco, Burlingame,
California Avenue in Palo Alto and Santa Clara within the next
five years. Plans also are in the works to eliminate hold-out
stations at Broadway in Burlingame and in Atherton, as part
of several larger rail projects.
The center platform at these stations will be replaced with
outside boarding platforms, and the tracks will be separated
by a fence running down the middle to prevent people from
walking across the tracks from one platform to the other.
At South San Francisco, California Avenue in Palo Alto and
Santa Clara stations, Caltrain will construct a pedestrian
underpass connecting the platforms, while at the Burlingame
station, signaled crossings with barrier arms will be installed
at both ends of the station to prevent people from crossing
when a train is moving through the station.
Once complete, these stations can be served by two trains at
the same time, and express trains will be able to pass through
the station while another is stopped on the opposite track,
boarding or offloading passengers.
North Terminal
Caltrain’s north terminal at Fourth and King Streets in
San Francisco is the system’s busiest station, serving
thousands of passengers each day. Although the aging
facility is functioning at its maximum capacity, it is estimated
that within 10 years it will be inadequate for Caltrain’s needs.
Among limitations with the current facility are a track system
that does not permit rail travel in or out at speeds over
10 mph, and platforms that are too narrow to allow more
than one train to board or unload at a time.
In October 2006, Caltrain began the first part of a
multi-phased project to replace the aging rail terminal. Phase One,
which will last one year and cost approximately $15 million,
will improve signal system infrastructure, yard tracks and
switches that will improve the routing flexibility of train operations
and reduce travel time and delays. The project also will improve
access and facilities at the 22nd Street station in San Francisco.
Phase Two is in the conceptual stage but will involve the
construction of a new terminal building with wider platforms.
Several design concepts are being explored, including a
multi-storied facility, which could include residential and
commercial space on floors above the terminal. The terminal
also will be designed to accommodate high-speed rail services
and access to a proposed underground rail station in downtown
San Francisco, which is part of the plan for the city’s
new Transbay Terminal project.
South Terminal
Located at the Diridon station in San Jose, Caltrain’s south
terminal is its busiest station when it comes to train activity.
Owned by Caltrain, the station also serves Amtrak, Capitol
Corridor, Altamont Commute Express and Union Pacific trains.
During peak commute hours, a train moves through the
Diridon station every two minutes.
The plan is to improve signals, tracks and crossovers between
Santa Clara and San Jose as well as rebuild a significant
portion of the existing facility at Diridon. The result will allow
for greater capacity, not just for Caltrain, but also for the other
rail systems that contract with the rail agency to share the station.
The south terminal project is just entering the design phase
and is expected to begin construction in 2009.
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