RAIL FACT SHEETS Meadow-Charleston Trench · DRAFT RAIL FACT SHEETS Agenda Item # 3b October 30,...

October 2019

DRAFT

RAIL FACT SHEETS

Agenda Item # 3bOctober 30, 2019

Meadow-Charleston TrenchWhat is a trench? For the trench alternative, the railroad tracks will be lowered in an U-shaped box below Meadow Drive and Charleston Road. The new electrified railroad tracks will be built at the same location as the existing railroad tracks and will begin lowering south of Loma Verde Avenue, remain lowered under Meadow Drive and Charleston Road, and return to the existing elevation north of the San Antonio Station. The roadways at Meadow Drive and Charleston Road will remain at their existing grade and have a similar configuration to what exists today with the addition of Class II buffered bike lanes on Charleston Road. This will require expanding the width of the road to maintain bike lanes through the overpass of the railroad.

By the numbers• Railroad track is designed for 110 mph.• Meadow Drive and Charleston Road are

designed for 25 mph.• Maximum grade on railroad is 2%. • Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.• Construction period approximately 6 years.

Engineering Challenges• A non-standard grade of 2% will be required on the

tracks. Caltrain’s preferred maximum grade is 1%.• Lowering of the tracks will require diversion of

Adobe and Barron creeks, resulting in the need for pump stations/siphons and numerous regulatory agency approvals.

• Pump stations will also be needed for dewatering because the trench will be below the ground water level.

• Increased long-term maintenance costs and risk of flooding due to pump stations.

• Major utility relocations are required for the lowered railroad.

Cost BreakdownRoadway & Railroad Items $462M to $548MStructure Items $10M to $13MRight-of-way & Utilities $10M to $12MSupport Costs $168M to $200MEscalation from 2018 to 2025 dollars $150M to $177M

TOTAL PROJECT COSTS $800M to $950MMaintenance costs not included.

Neighborhood Considerations• During construction, Meadow Drive will be closed while the

Charleston Road bridge is constructed and vice versa; right turn lanes on Alma Street at Meadow Drive and Charleston Road will be removed.

• Vertical clearance of Meadow Drive and Charleston Road over the railroad will be 24.5 feet.

• Subsurface acquisitions will be reuired for ground anchors for the trench retaining walls and only vegetation with shallow root vegetation will be allowed.

• The railroad tracks will be approximately 30 feet below the existing street between Meadow Drive and Charleston Road. A high fence will be required along trench walls.

• With grade separations at Meadow Drive and Charleston Road the traffic at nearby intersections is expected to improve.

Proposed Trench Solution Overview - Looking Southwest Meadow Drive Intersection

Backyard View - Looking East Typical Property West of Tracks

Trench in Reno, Nevada

Ground Level View - Looking East Charleston Road Intersection

For more Rail Fact Sheets visit: https://connectingpaloalto.com/fact sheets/

https://connectingpaloalto.com/fact sheets/

New Permanent Track

Temporary Track (Shoofly)

Trench Track Profile

Existing Ground Level

Caltrain Right-of-Way

Creek

Bridge

Limits of Roadway Lowering

Groundwater

Ground Anchor Influence Area

DISTANCE (ft)500 FT. (TYP)

LOM

A V

ERD

E AV

E

EMERSON ST

ALMA ST

LUNDY LANE BEN LOMOND DR FERNE CT

FER

NE

AVE

CHA

RLE

STO

N R

D

PARK BLVDPARK BLVD

EL V

ERA

NO

AV

E

Bar

ron

Cre

ekAdobe Creek

MEA

DO

W D

R

LIDERO D

R

Pump Station

Trench Track Profile

Meadow Dr Charleston Rd

Barron Creek

Lift Station

Lift Station

Adobe Creek

Roadway Bridge

Roadway Bridge

30’-2.0%

30’

0.3%

2.0%

LEGEND

Vertical

Horizontal

10

1

Approximate Groundwater Elevation

DRAFT EXISTINGGROUNDEXISTINGGROUND

GROUNDANCHORGROUNDANCHOR

EASEMENTWITHIN

PRIVATEPROPERTY

EASEMENTWITHIN

PRIVATEPROPERTY

12' PERMANENT FENCE12' PERMANENT FENCE

8' TEMPORARYFENCE

8' TEMPORARYFENCE

EXAMPLE SECTION – TRENCHBETWEEN MEADOW AND CHARLESTON

TRACKTRACKCCLL TRACKTRACKCCLL

PERMANENT TRACKPERMANENT TRACK

37 FT. MAX

37 FT. MAX

OVERHEADCONTACT SYSTEM30 FT. HIGH MAX


8' TEMPORARYFENCE8' TEMPORARYFENCEBARRIERBARRIER

22 FT.22 FT.

100 FT. CALTRAIN RIGHT-OF-WAY100 FT. CALTRAIN RIGHT-OF-WAY

20 FT.

TO NEAREST HOME

20 FT.

TO NEAREST HOME

ALMA STREET(NO IMPACT)

ALMA STREET(NO IMPACT)


TEMPORARYSHOOFLY TRACK


ALMA STREETALMA STREET

EXISTINGBACKYARD

FENCE

EXISTINGBACKYARD

FENCE

For more renderings, plans and animations visit: https://connectingpaloalto.com/renderings-plans-and-animations/

Example Section - Trench - Looking North (Typical Between Meadow Drive & Charleston Road)

Evaluation with City Council-Adopted Criteria

Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated by the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the lowered track, train noise could reflect off walls and impact properties farther away; however, this can be mitigated.

Minimize visual changes along the corridorRailroad tracks will be below grade. Landscaping options will be limited to bushes or plants with shallow roots in areas where ground anchors are required to the trench retaining walls.

Maintain access to neighborhoods, parks, and schools along the corridor, while reducing regional traffic on neighborhood streetsNo diversion of regional traffic with construction of a grade separations.

Minimize right-of-way acquisitionSubsurface acquisitions will be required for the ground anchors for the trench retaining walls and right-of-way acquisitions will be required to construct pump stations.

Minimize disruption and duration of constructionExtended road closures at Meadow Drive and Charleston Road are required. Construction would last for approximately 6 years.

Facilitate movement across the corridor for all modes of transportationMeadow Drive and Charleston Road will be grade separated from the railroad for all modes and will remain open.

Reduce delay and congestion for vehicular traffic at rail crossingsWith construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by the rail crossing gates.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from train traffic and bike lanes will be added Charleston Road.

Support continued rail operation and Caltrain service improvementsA temporary railroad track will be required and a crossover track located north of the San Antonio Caltrain Station will be relocated. With the pump stations, there will be potential risks to train operations due to flooding.

Finance with feasible funding sourcesThe trench will require greater levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs.

Concept Plan and Profile

https://connectingpaloalto.com/renderings-plans-and-animations/

October 2019

DRAFT

RAIL FACT SHEETS


Meadow-Charleston HybridWhat is a hybrid? For the hybrid alternative, the railroad tracks will be raised above Meadow Drive and Charleston Road. The new electrified railroad tracks will be built at the same location as the existing railroad tracks and will begin rising near El Verano Avenue, remain raised above Meadow Drive and Charleston Road, and return to the existing elevation north of the Ferne Avenue. Between Park Boulevard and Alma Street, the roadways at Meadow Drive and Charleston Road will be lowered and will have a similar configuration that exists today, with the addition of Class II buffered bike lanes on Charleston Road. This will require expanding the width of the road to maintain bike lanes through the underpass of the railroad and to accommodate the new column supporting the railroad structure.


designed for 25 mph.• Maximum grade on roadway is 5%.• Caltrain’s preferred maximum grade is 1%.• Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.• Construction period approximately 4 years.

Engineering Challenges• A non-standard temporary vertical clearance

of 12 feet will be required on tracks. Caltrain’s minimum allowable clearance is 15.5 feet.

• Lowering of the roadways will require a pump station.

• Increased long-term maintenance costs and risk of flooding due to pump stations.

• Major utility relocations will be required for the lowered roadways.

Cost Breakdown

Roadway & Railroad Items $92M to $115M

Structure Items $13M to $20M

Right-of-way & Utilities $21M to $25M

Support Costs $37M to $45M

Escalation from 2018 to 2025 dollars

$37M to $45M


Neighborhood Considerations• During construction, Alma Street, Meadow Drive, and

Charleston Road will be reduced to two lanes, and right turn lanes on Alma Street at Meadow Drive and Charleston Road will be removed.

• Vertical clearance of Meadow Drive and Charleston Road under the railroad will be 15.5 feet.

• The railroad tracks will be approximately 15 feet above the existing street between Meadow Drive and Charleston Road.


Proposed Hybrid Solution Overview - Looking East Meadow Drive Intersection


42nd Ave, San Mateo




New Permanent Track


Hybrid Track Profile



Creek

Bridge

Limits of Roadway Lowering

Groundwater

DISTANCE (ft)500 FT. (TYP)

LOM

A V

ERD

E AV

E

EMERSON ST

ALMA ST

LUNDY LANE

GR

EEN

MEA

DO

W W

AY

BEN LOMOND DR FERNE CT

FER

NE

AVE

CHA

RLE

STO

N R

D

PARK BLVD

Hybrid Track Profile

Retained Fill (TYP.)


PARK BLVD

EL V

ERA

NO

AV

E

Bar

ron

Cre

ekAdobe Creek

MEA

DO

W D

R

LIDERO D

RBarron Creek

RoadwayRoadway

Adobe Creek

1.0%1.0%

Railroad Bridge

Railroad Bridge

14.0’ 14.0’

6.0’ 6.0’

0.3%

LEGEND

Vertical

Horizontal

10

1


DRAFTTRACKTRACKCCLL TRACKTRACKCCLL


OVERHEADCONTACT SYSTEM

30 FT. HIGH MAX


30 FT. HIGH MAX

PERMANENT TRACK(RETAINING WALL)

PERMANENT TRACK(RETAINING WALL)



WALLWALL


EXAMPLE SECTION – HYBRIDBETWEEN MEADOW AND CHARLESTON

6' SOUND WALLBARRIER

6' SOUND WALLBARRIER

8' TEMPORARYFENCE8' TEMPORARYFENCEBARRIERBARRIER



18 FT.18 FT.20 FT.

TO NEAREST HOME

20 FT.

TO NEAREST HOME

100 FT. CALTRAIN RIGHT-OF-WAY100 FT. CALTRAIN RIGHT-OF-WAY ALMA STREET

(NO IMPACT)

ALMA STREET

(NO IMPACT)

15 FT. MAX15 FT. MAX

EXISTINGGROUNDEXISTINGGROUND

EXISTINGBACKYARD

FENCE

EXISTINGBACKYARD

FENCE


Example Section - Hybrid - Looking North (Typical Between Meadow Drive & Charleston Road)



Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated by the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevation track, train wheel noise could radiate out; however, this can be mitigated with a sound barrier.

Minimize visual changes along the corridorRailroad tracks will be approximately 15 feet above grade. Landscaping with trees will be incorporated for screening where feasible.

Maintain access to neighborhoods, parks, and schools along the corridor while reducing regional traffic on neighborhood streetsNo diversion of regional traffic with construction of grade separations.

Minimize right-of-way acquisitionNo acquisition of private properties is required; however, driveway modifications will be required.

Minimize disruption and duration of constructionExtended lane reductions at Alma Street, Meadow Drive, and Charleston Road will be required. Construction would last for approximately 4 years.

Facilitate movement across the corridor for all modes of transportationMeadow Drive and Charleston Road will be grade separated from the railroad for all modes and will remain open.

Reduce delay and congestion for vehicular traffic at rail crossingsWith construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by gates coming down.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from train traffic, and bike lanes will be added Charleston Road.

Support continued rail operation and Caltrain service improvementsA temporary railroad track will be required and a crossover track located north of the San Antonio Caltrain Station will be relocated.

Finance with feasible funding sourcesThe hybrid would require lower levels of local funding, with a substantial portion of capital costs covered by Regional, State and Federal sources.


October 2019

DRAFT

Meadow-Charleston ViaductRAIL FACT SHEETS


What is a Viaduct? For the viaduct alternative, the railroad tracks will be elevated on a structure over Meadow Drive and Charleston Road. The new electrified railroad tracks will be built between the existing railroad tracks and Alma Street (east side) and will begin rising north of Loma Verde Avenue, remain elevated over Meadow Drive and Charleston Road, and return to the existing elevation south of Ferne Avenue. The roadways at Meadow Drive and Charleston Road will remain at their existing grade and have a similar configuration to what exists today, with the addition of Class II buffered bike lanes on Charleston Road. This addition will require expanding the width of the road to maintain bike lanes through the underpass of the railroad and to accommodate the new column supporting the railroad structure.


designed for 25 mph.• Maximum grade on railroad is 1.4%. • Maximum grade on roadway is 5%.• Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.• Construction period approximately 2 years.

Engineering Challenges• A non-standard grade of 1.4% will be

required on the tracks. Caltrain’s preferred maximum is 1%.


Cost Breakdown






$75M to $93M


Neighborhood Considerations• During construction, Meadow Drive and Charleston Road will

be closed intermittently at night and on weekends.• During construction, Alma Street will have narrow lanes for

the portions north of Meadow Drive and south of Charleston Road.

• Vertical clearance of the railroad over Meadow Drive and Charleston Road will be 15.5 feet.

• The railroad tracks will be approximately 20 feet above the existing street between Meadow Drive and Charleston Road.


Proposed Viaduct Solution Overview - Looking East Meadow Drive Intersection



Caulfield to Dandenong Viaduct - Australia



New Permanent Track Existing Track Viaduct Track ProfileExisting Ground LevelCaltrain Right-of-Way Creek BridgeRoadway Groundwater

DISTANCE (ft)500 FT. (TYP) Viaduct StructureRetained Fill Retained Fill

LOM

A V

ERD

E AV

E

EMERSON ST

ALMA ST

LUNDY LANE BEN LOMOND DR FERNE CT

FER

NE

AVE

CHA

RLE

STO

N R

D

PARK BLVD

0.09%


Barron CreekAdobe Creek

Viaduct Track Profile


1.0%

Top of Rail Elev. 61.80

0.3%-1.4%

-0.03%

PARK BLVD

EL V

ERA

NO

AV

E

Bar

ron

Cre

ekAdobe CreekM

EAD

OW

DR

LIDERO D

R

LEGEND

Vertical

Horizontal

10

1

DRAFT EXISTINGTRACKEXISTINGTRACK

EXISTINGTRACKEXISTINGTRACK

CCLL CCLL



EXISTING TRACKS(TO REMAIN OPEN

DURING CONSTRUCTION)

EXISTING TRACKS(TO REMAIN OPEN

DURING CONSTRUCTION)



8' EXISTINGFENCE

8' EXISTINGFENCE

6' SOUND WALLBARRIER6' SOUND WALLBARRIER

CONCRETE BOX GIRDERCONCRETE BOX GIRDER

CABLE DUCTCABLE DUCT

CONCRETE COLUMNCONCRETE COLUMN

EXAMPLE SECTION – VIADUCT ALTERNATIVE


30 FT. HIGH MAX


30 FT. HIGH MAX



18 FT.18 FT.


20 FT. MAX20 FT. MAX

20 FT.

TO NEAREST HOME

20 FT.

TO NEAREST HOME

ALMA STREET

(WIDTH REDUCED 1 FT.)

ALMA STREET

(WIDTH REDUCED 1 FT.)

EXISTINGBACKYARD

FENCE

EXISTINGBACKYARD

FENCE



Finance with feasible funding sourcesThe viaduct would require substantial local funding resources above the hybrid alternative, but less than the trench.

Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevated track, train wheel noise could radiate out, which can be mitigated with a sound barrier.


Maintain access to neighborhoods, parks, and schools along the corridor while reducing regional traffic on neighborhood streetsNo diversion of regional traffic with construction of a grade separations.

Minimize right-of-way acquisitionNo acquisition of private properties is required.

Minimize disruption and duration of constructionThe viaduct will have minimal road closures (nights/weekends only). Construction would last for approximately 2 years.

Facilitate movement across the corridor for all modes of transportationMeadow Drive and Charleston Road will be grade separated from the railroad for all modes and will remain open. Viaduct provides opportunities for additional crossings for all modes.

Reduce delay and congestion for automobile traffic at rail crossingsWith construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by gates coming down.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from automobilesPedestrians/cyclists will be separated from train traffic and bike lanes will be added to Charleston Road.

Support continued rail operation and Caltrain service improvementsNew tracks can be built without a temporary railroad track, and a crossover track located north of the San Antonio Caltrain Station will be relocated.

Example Section - Viaduct - Looking North (Typical Between Meadow Drive & Charleston Road)



October 2019

DRAFT

RAIL FACT SHEETS


South Palo Alto Tunnel – Passenger & Freight

What is a tunnel with passenger and freight? For the tunnel alternative, the railroad tracks will be lowered in a trench south of Oregon Expressway to approximately Loma Verde Avenue. The twin bore tunnel will begin near Loma Verde Avenue and extend to just south of Charleston Road. The railroad tracks will be then be raised in trench to approximately Ferne Avenue. The new electrified northbound railroad tracks will be built at the same horizontal location as the existing railroad track, however, the southbound track will be moved to the east within the limits of the tunnel to accommodate the spacing required between the twin bores. The railroad tracks will carry both passenger and freight trains as it does today.The roadways at Meadow Drive and Charleston Road remain at their existing grade and will have a similar configuration that exists today with the addition of Class II buffered bike lanes on Charleston Road. This will require expanding the width of the road to maintain bike lanes through the overpass of the railroad.

By the numbers• Diameter of twin bores is 34 feet.• Railroad track is designed for 110 mph.• Meadow Drive and Charleston Road are

designed for 25 mph.• Maximum grade on railroad is 2%. • Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.

Engineering Challenges• A non-standard grade of 2% will be required

on tracks. Caltrain’s preferred maximum grade is 1%.

• Lowering of the tracks will require diversion of Adobe and Matadero creeks resulting in the need for pump stations/siphons and numerous regulatory agency approvals.

• Pump stations will also be needed for dewatering since the tunnel will be below the ground water level.

• Increased long term maintenance costs and risk of flooding due to pump stations.


Cost BreakdownRoadway & Railroad Items

Structure Items

Right-of-way & Utilities

Support Costs


TOTAL PROJECT COSTSMaintenance costs not included.

Neighborhood Considerations• During construction, Alma Street will be reduced to one

lane in each direction from south of Oregon Expressway to Ventura Avenue. From Charleston Road to Ferne Avenue, there will be only one southbound lane.

• The train tracks will be approximately 60 feet below the existing grade in the tunnel section. A high fence will be required along trench walls.


Proposed Tunnel Solution Overview - Looking East Backyard View - Looking East Typical Property West of Tracks



Milan Metro Line, Italy



225+00 230+00 235+00 240+00 245+00 250+00 255+00 260+00 265+00 270+00 275+00 280+00 285+00 290+00 295+00 300+00 305+00 310+00 315+00 320+00 325+00 330+00 335+00 340+00 345+00

80

60

40

20

0

-20

-40

-60

Caltrain Right-of-Way Station Platform Retained Cut AreaGroundwaterNew Permanent Track Existing Track Temporary Track (Shoofly) Tunnel Track ProfileExisting Ground Level

500 FT. (TYP)

Trench Tunnel Trench DISTANCE (ft)

ALMA ST

SAN

AN

TON

IO A

VEFE

RN

E AV

E

San Antonio AveFerne

AveOregon Expy Meadow Dr Charleston Rd

LEGENDVertical

Horizontal

10

1


Railroad Bridge

OREGON EXPY

LOM

A V

ERD

E AVE CH

AR

LEST

ON

RDM

EAD

OW

DR

-0.25%

0.30%

-2.00%

-0.02%

2.00%


Tunnel Track Profile

Adobe CreekExisting Creek

Box CulvertLift StationMatadero Creek

Existing Creek Box Culvert

Lift Station

Tunnel Walls

Mat

ader

o C

reek

Bar

ron

Cre

ek Adobe CreekDRAFT



44 FT.MAX 44 FT.MAX

TUNNEL/TRACKTUNNEL/TRACKCCLL TUNNEL/TRACKTUNNEL/TRACKCCLL

FENCEFENCE FENCEFENCEFENCEFENCEEXISTING

CALTRAIN TRACKSEXISTING

CALTRAIN TRACKS

EXAMPLE SECTION – SOUTH PORTAL LAUNCH PIT SOUTH TUNNEL – OPTION 1 (LOOKING NORTH)


100 FT. 100 FT.

34 FT. 34 FT.

~ 60 FT. EXISTING ALMA STREET~ 60 FT. EXISTING ALMA STREET

16 FT. EXISTINGLANDSCAPE

AREA


AREA

TEMPORARY1-LANE

ROADWAY

TEMPORARY1-LANE

ROADWAY

EXISTING SIDEWALKEXISTING SIDEWALK

SHOOFLYSHOOFLY



Example Section - South Portal Tunnel - Looking North



Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. In the trench section, train noise could reflect off walls and impact properties farther away, which can be mitigated. In the tunnel section, train wheel noise will be contained.

Minimize visual changes along the corridorRailroad tracks will be below grade with high fencing at-grade in the trench section. Landscaping options will be limited to plants with shallow roots in areas where ground anchors are required for the trench section.

Maintain access to neighborhoods, parks, and schools along the corridor while reducing regional traffic on neighborhood streetsNo diversion of regional traffic with construction of a grade separations.

Minimize right-of-way acquisitionSubsurface acquisitions will be required for the ground anchors for the trench retaining walls and right of way acquisitions will be required to construct pump stations.

Minimize disruption and duration of constructionExtended lane reductions on Alma Street are required. Construction would last for approximately X years.

Facilitate movement across the corridor for all modes of transportationMeadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open.

Reduce delay and congestion for vehicular traffic at rail crossingsWith construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from train traffic.

Support continued rail operation and Caltrain service improvementsA temporary railroad track will be required at the boring pit areas to the north and south. A siding track will be relocated north of the California Avenue Caltrain Station. Due to the pump stations, there will be potential risks to train operations due to flooding.

Finance with feasible funding sourcesThe tunnel will require the greatest levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs.


Barron Creek

Lift Station

October 2019

DRAFT

RAIL FACT SHEETS


South Palo Alto Tunnel with At-Grade Freight

What is a tunnel with at-grade freight? For the tunnel alternative, the railroad tracks will be lowered in a trench south of Oregon Expressway to approximately Loma Verde Avenue. The twin bore tunnel will begin near Loma Verde Avenue and extend to just south of Charleston Road. The railroad tracks will be then be raised in trench to approximately Ferne Avenue. The new electrified northbound railroad tracks will be built at the same horizontal location as the existing railroad track, however, the southbound track will be moved to the east within the limits of the tunnel to accommodate the spacing required between the twin bores. The railroad tracks in the trench and tunnel will carry only passenger trains. The freight trains will remain at-grade.The roadways at Meadow Drive and Charleston Road remain at their existing grade and will have a similar configuration that exists today with the addition of Class II buffered bike lanes on Charleston Road. This will require expanding the width of the road to maintain bike lanes through the overpass of the railroad.

By the numbers• Diameter of twin bores is 30 feet.• Railroad track is designed for 110 mph.• Meadow Drive and Charleston Road are

designed for 25 mph.• Maximum grade on railroad is 2%. • Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.

Engineering Challenges• A non-standard grade of 2% will be required

on tracks. Caltrain’s preferred maximum grade is 1%.

• Lowering of the tracks will require diversion of Adobe and Matadero creeks resulting in the need for pump stations/siphons and numerous regulatory agency approvals.

• Pump stations will also be needed for dewatering since the tunnel will be below the ground water level.

• Increased long term maintenance costs and risk of flooding due to pump stations.


Cost Breakdown

Roadway & Railroad Items

Structure Items

Right-of-way & Utilities

Support Costs


TOTAL PROJECT COSTSMaintenance costs not included.

Neighborhood Considerations• Alma Street will permanently be reduced to one lane in

each direction from south of Oregon Expressway to Ventura Avenue and from Charleston Road to Ferne Avenue.

• The train tracks will be approximately 70 feet below the existing grade in the tunnel section. A high fence will be required along trench walls.


Proposed Tunnel Solution Overview - Looking East Backyard View - Looking East Typical Property West of Tracks



Alameda Rail Corridor, Long Beach



500 FT. (TYP)

Tunnel DISTANCE (ft)225+00 230+00 235+00 240+00 245+00 250+00 255+00 260+00 265+00 270+00 275+00 280+00 285+00 290+00 295+00 300+00 305+00 310+00 315+00 320+00 325+00 330+00 335+00 340+00 345+00

80

60

40

20

0

-20

-40

-60

Caltrain Right-of-Way Station Platform Retained Cut AreaGroundwaterNew Permanent Track Existing Track Temporary Track (Shoofly) Tunnel Track ProfileExisting Ground Level Removal of Existing Landscaping Relocation of CurbNew Permanent Fence

Trench Trench

ALMA ST

SAN

AN

TON

IO A

VE

San Antonio AveOregon Expy Meadow Dr Charleston Rd

LEGEND

Vertical

Horizontal

10

1


Railroad Bridge

OREGON EXPY

LOM

A V

ERD

E AVE CH

AR

LEST

ON

RDM

EAD

OW

DR

Mat

ader

o C

reek

Bar

ron

Cre

ek Adobe Creek

-0.25%

-1.62%

-0.02%

2.00%

FER

NE

AVE

Ferne Ave


Tunnel Track Profile

Adobe CreekExisting Creek

Box CulvertLift StationMatadero Creek

Existing Creek Box Culvert

Lift Station

Tunnel Walls

DRAFTTRACKTRACKCCLL TRACKTRACKCCLL


40 FT.MAX 40 FT.MAX

TUNNEL/TRACKTUNNEL/TRACKCCLL TUNNEL/TRACKTUNNEL/TRACKCCLL

FENCEFENCE FENCEFENCE

FENCEFENCE

EXISTINGCALTRAIN TRACKS

EXISTINGCALTRAIN TRACKS

EXAMPLE SECTION – SOUTH PORTAL LAUNCH PIT SOUTH TUNNEL – OPTION 2 (LOOKING NORTH)

100 FT. CALTRAIN RIGHT-OF-WAY100 FT. CALTRAIN RIGHT-OF-WAY~ 60 FT. EXISTING

ALMA STREET~ 60 FT. EXISTING

ALMA STREET


AREA


AREA

2-LANEROADWAY

2-LANEROADWAY

EXISTING SIDEWALKEXISTING SIDEWALK

SHOOFLYSHOOFLY


90 FT. 90 FT.

30 FT. 30 FT.


Example Section - South Portal Tunnel - Looking North



Reduce rail noise and vibrationTrain horn noise and warning bells will remain for the at-grade crossings to accommodate the freight trains. Utilizing electric engines instead of diesel engines will also reduce noise. In the trench section, train noise could reflect off walls and impact properties farther away, which can be mitigated. In the tunnel section, train wheel noise will be contained.

Minimize visual changes along the corridorPassenger tracks will be below grade and freight tracks will be at-grade with high fencing. Landscaping options will be limited to plants with shallow roots in areas where ground anchors are required for the trench section.

Maintain access to neighborhoods, parks, and schools along the corridor while reducing regional traffic on neighborhood streetsDiversion of regional traffic with the permanent lane reduction on Alma Street will impacted residential streets.

Minimize right-of-way acquisitionSubsurface acquisitions will be required for the ground anchors for the trench retaining walls and right of way acquisitions will be required to construct pump stations.

Minimize disruption and duration of constructionExtended lane reductions on Alma Street are required. Construction would last for approximately X years.

Facilitate movement across the corridor for all modes of transportationMeadow Dr and Charleston Rd will be grade separated from the passenger trains for all modes and will remain open. At-grade crossing will remain for the freight trains.

Reduce delay and congestion for vehicular traffic at rail crossingsThe railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be remain. Thus, the traffic will be interrupted by railroad crossing gates.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from passenger train traffic only.

Support continued rail operation and Caltrain service improvementsA temporary railroad track will be required at the boring pit areas to the north and south. A siding track will be relocated north of the California Avenue Caltrain Station. Due to the pump stations, there will be potential risks to train operations due to flooding.

Finance with feasible funding sourcesThe tunnel will require the greatest levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs. However, this alternative would not be eligible for grade separation funding as the at-grade crossing for freight would remain.


October 2019

DRAFT

RAIL FACT SHEETS


Churchill ClosureWhat is a closure? For the closure alternative, the railroad tracks will remain at their existing location and elevation. Churchill Avenue will become a T-intersection with Alma Street on the east side and will end at Mariposa Avenue on the west side. A pedestrian/bike only undercrossing will be constructed. Two options are proposed: one crosses under the railroad tracks only (Option 1) and the other crosses under both the railroad tracks and Alma Street (Option 2). Ramps and stairs in varying configurations will provide access to the undercrossing for pedestrians and cyclists.There are several intersection improvements associated with the Churchill Avenue closure to mitigate the anticipated diversion in traffic. These improvements will include:• Embarcadero Road/Alma Street: constructing a pedestrian/bike bridge over Embarcadero Road, widening Alma Street

Bridge, adding a right turn lane from eastbound Embarcadero Road and left turn lane from southbound Alma Street, and installing a new signal at Embarcadero Road/Kingsley Avenue/High Street. Two options are proposed: one that provides full connectivity to/from High Street (Option A) and the other that keeps the movements to/from High Street as they are today (Option B).

• El Camino Real/Embarcadero Road: optimizing signal timing and installing an additional westbound left turn lane and northbound right turn lane.

• Alma Street/Oregon Expressway: signalizing both on/off ramps with one controller.• El Camino Real/Oregon Expressway-Page Mill Road: optimizing signal timing and installing a westbound right turn

lane and northbound right turn lane from Oregon Expressway to El Camino Real Road.

Churchill Avenue Undercrossing Concept - Option 1 - Looking North

Churchill Avenue Undercrossing Concept - Option 2 - Looking West

Undercrossing at San Antonio Station

Churchill Avenue Undercrossing Concept Overview - Option 1



DRAFT

For more renderings and plans visit: https://connectingpaloalto.com/renderings-plans-and-animations/


Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated with the removal of the at-grade crossings with roadway closure. Utilizing electric engines instead of diesel engines will also reduce noise.

Minimize visual changes along the corridorRailroad tracks remain at existing grade. Residual roadway areas from closure provide opportunities for landscaping.

Maintain access to neighborhoods, parks, and schools along the corridor, while reducing regional traffic on neighborhood streetsDiversion of regional traffic with Churchill Avenue closure will be mitigated.

Minimize right-of-way acquisitionNo acquisition of private properties is required; however, there will be impacts to Palo Alto High School property and potentially Caltrain. There also may be some parking loss on the east side of Churchill Ave for the pedestrian/bike undercrossing. There also may be some parking loss on the east side of Churchill Avenue for the pedestrian/bike undercrossing.

Minimize disruption and duration of constructionThe closure will have minimal road closures (nights/weekends only). Construction would last approximately 2 years.

Facilitate movement across the corridor for all modes of transportationChurchill Avenue will be closed to vehicles at the railroad tracks.

Reduce delay and congestion for vehicular traffic at rail crossingsWith closure of Churchill Avenue, the traffic at nearby intersections will be impacted; however, this can be mitigated.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from train traffic and vehicles.

Support continued rail operation and Caltrain service improvementsA temporary railroad track is not required.

Finance with feasible funding sourcesThe closure would require lower levels of local funding, with a substantial portion of capital costs covered by Regional, State and Federal sources.

Neighborhood Considerations• During construction, Embarcadero Road, Alma

Street, and Churchill Avenue will be closed intermittently at night and on weekends.

• Vertical clearance of the pedestrian undercrossing will be 8-10 feet.

• The railroad tracks will remain at the existing grade at Churchill Avenue.

• Traffic mitigations will be implemented to improve traffic at nearby intersections and reduce traffic on residential streets.

Cost Breakdown





Escalation from 2018 to 2025 dollars $6M to $8M

TOTAL PROJECT COSTS $50M to $65MMaintenance costs not included. Intersection improvements included.

Embarcadero Road/High Street/Kingsley Avenue Plan View (Option B without High Street connection)

By the numbers• Churchill Avenue is designed for 25 mph.• Maximum grade on pedestrian/bike ramp is

8% with 5-foot landings.• Pedestrian/bike ramp width is 8-10 feet.• Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.• Construction period approximately 2 years.

Engineering Challenges• Pedestrian/bike undercrossing will require a

pump station.• Relocation of pump house at Embarcadero

Road will be required to widen Alma Street.• Utility relocations will be required for

pedestrian/bike undercrossing.

Embarcadero Road/High Street/Kingsley Avenue Intersection (Option A - with High Street connection) - Looking Southwest

Churchill Avenue Undercrossing Concept - Option 2 - Looking East


October 2019

DRAFT

RAIL FACT SHEETS


Churchill ViaductWhat is a Viaduct? For the viaduct alternative, the railroad tracks will be elevated on a structure over Churchill Avenue. The new electrified railroad tracks will be built at the same location as the existing railroad tracks and will begin rising near Homer Avenue, remain elevated over Churchill Avenue, and return to the existing track elevation near the California Avenue Station. Stanford game day station will be eliminated.The roadway at Churchill Avenue will remain at its existing grade and have a similar configuration to what exists today. This will require expanding the width of the road through the underpass of the railroad to accommodate the new column supporting the railroad structure.

By the numbers• Railroad track is designed for 110 mph.• Churchill Avenue is designed for 25 mph.• Maximum grade on railroad is 1.6%. • Travel lane widths are 10-12 feet.• Bike lane widths are 5-6 feet.• Construction period approximately 2 years.

Engineering Challenges• A non-standard grade of 1.6% will be required

on the tracks. Caltrain’s preferred maximum is 1%.

Cost Breakdown






$56M to $75M


Neighborhood Considerations• During construction, Alma Street and Churchill Avenue will

be closed intermittently at night and on weekends.• During construction, Alma Street will be reduced to two

lanes and right turn lanes on Alma Street at Churchill Avenue will be removed.

• Vertical clearance of the railroad over Churchill Avenue will be 15.5 feet.

• The railroad tracks will be approximately 20 feet above the existing street at Churchill Avenue.

• With grade separations at Churchill Avenue the traffic at nearby intersections is expected to improve.

Proposed Viaduct Solution Overview - Looking East Backyard View - Looking East Typical Property West of Tracks

Ground Level View - Looking East Churchill Avenue Intersection

Viaduct with linear park and lighting - Germany




New Permanent Track

Existing Track





Station Platform

Roadway

Bridge

Groundwater

DISTANCE (ft)500 FT. (TYP) Viaduct StructureRetained Fill Retained Fill

TEN

NES

SEE

LN

ALMA ST

UN

IVER

SITY

AV

E

EMBARCADER

O RD

CALI

FOR

NIA

AV

E

OR

EGO

N E

XPY

-0.81% 1.0%-1.6%

-0.25%California Ave

Station Platform

Oregon Expy

Chur

chill

Ave

Churchill AveEmbarcadero RdHomer Ave

LEGEND

Vertical

Horizontal

10

1



Railroad Bridge

DRAFT TRACKTRACKCCLL TRACKTRACKCCLL


6' SOUND BARRIER6' SOUND BARRIER

CONCRETE COLUMNCONCRETE COLUMN

CONCRETE BOX GIRDERCONCRETE BOX GIRDER

ALMA STREETALMA STREETEXISTING GROUNDEXISTING GROUND

EXISTING CALTRAIN TRACKSEXISTING CALTRAIN TRACKS FENCEFENCE

K–RAILK–RAILEXISTING

BACKYARD FENCEEXISTING

BACKYARD FENCE




EXAMPLE SECTIONCHURCHILL VIADUCT – OPTION 1

AERIAL GUIDEWAY


30 FT. HIGH MAX


30 FT. HIGH MAX

20 FT.MAX20 FT.MAX

28.5 FT.28.5 FT.38 FT.38 FT.47 FT.47 FT.VARIES 2-25 FT.VARIES 2-25 FT.

CALTRAINROW LIMITCALTRAINROW LIMIT

2.5 FT.2.5 FT.


Example Section - Viaduct - Looking NorthConcept Plan and Profile


Reduce rail noise and vibrationTrain horn noise and warning bells will be eliminated by the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevated track, train wheel noise could radiate out; however, this can be mitigated with a sound barrier.


Maintain access to neighborhoods, parks, and schools along the corridor while reducing regional traffic on neighborhood streetsNo diversion of regional traffic with construction of a grade separation.

Minimize right-of-way acquisitionNo acquisition of private properties will be required.

Minimize disruption and duration of constructionExtended lane reductions at Alma Street will be required. Construction would last for approximately 2 years.

Facilitate movement across the corridor for all modes of transportationChurchill Avenue will be grade separated from the railroad for all modes of transportation and will remain open. Viaduct provides opportunities for additional crossings for all modes.

Reduce delay and congestion for vehicular traffic at rail crossingsWith construction of the grade separation, the railroad crossing gates and warning lights at Churchill Avenue will be removed. Thus, the traffic will not be interrupted by the railroad crossing gates.

Provide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehiclesPedestrians/cyclists will be separated from train traffic.

Support continued rail operation and Caltrain service improvementsA temporary railroad track will be required. Stanford game day station will be eliminated.

Finance with feasible funding sourcesThe viaduct would require substantial local funding resources significantly above the closure alternative.


October 2019

* Total Preliminary Construction Costs in 2018 dollars with escalation to 2025 (Subject to Change) Improvement Impact

Meadow / Charleston Churchill

Engineering Impacts

Trench

Hybrid

Viaduct

South Palo Alto Tunnel Passenger and Freight


Closure

Viaduct

AFacilitate movement across the corridor for all modes of transportation

Meadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open.

Meadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open.

Meadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open. Viaduct provides opportunities for additional crossings for all modes.

Meadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open

Meadow Dr and Charleston Rd will be grade separated from the railroad for all modes and will remain open

Churchill Ave will be closed to vehicles at the railroad tracks.

Churchill Avenue will be grade separated from the railroad for all modes and will remain open. Viaduct provides opportunities for additional crossings for all modes.

B Reduce delay and congestion for vehicular traffic at rail crossings

With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Dr and Charleston Rd will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.

With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Dr and Charleston Rd will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.

With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Dr and Charleston Rd will be removed. Thus, the traffic will not be interrupted by gates coming down.

With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by gates coming down.

With construction of the grade separation, the railroad crossing gates and warning lights at Meadow Drive and Charleston Road will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.

With closure of Churchill Ave, the traffic at nearby intersections will be impacted; however, this can be mitigated.

With construction of the grade separation, the railroad crossing gates and warning lights at Churchill Ave will be removed. Thus, the traffic will not be interrupted by railroad crossing gates.

CProvide clear, safe routes for pedestrians and cyclists crossing the rail corridor, separate from vehicles

Pedestrians/cyclists will be separated from train traffic and bike lanes will be added to Charleston Rd.



Pedestrians/cyclists will be separated from train traffic.

Pedestrians/cyclists will be separated from passenger train traffic only.

Pedestrians/cyclists will be separated from train traffic and vehicles.

Pedestrians/cyclists will be separated from train traffic.

D Support continued rail operations and Caltrain service improvements

A temporary railroad track will be required, and a crossover track located north of the San Antonio Caltrain Station will be relocated. With the pump stations, there will be potential risks to train operations from flooding.

A temporary railroad track will be required, and a crossover track located north of the San Antonio Caltrain Station will be relocated.

New railroad tracks can be built without a temporary track, and a crossover track located north of the San Antonio Caltrain Station will be relocated.

A temporary railroad track will be required at the boring pit areas to the north and south. A siding track will be relocated north of the California Avenue Caltrain Station. Due to the pump stations, there will be potential risks to train operations due to flooding.

A temporary railroad track will be required at the boring pit areas to the north and south. A siding track will be relocated north of the California Avenue Caltrain Station. Due to the pump stations, there will be potential risks to train operations due to flooding.

A temporary railroad track will not be required.

A temporary railroad track will be required. Stanford game day station will be eliminated due to grade issues.

E Finance with feasible funding sources

The trench will require greater levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs.

The hybrid would require lower levels of local funding, with a substantial portion of capital costs covered by Regional, State and Federal sources.

The viaduct would require substantial local funding resources above the hybrid alternative, but less than the trench.

The tunnel will require the greatest levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs.

The tunnel will require the greatest levels of local funding in the form of fees, taxes or special assessments, the feasibility of which are still being studied in the context of overall citywide infrastructure funding needs. However, this alternative would not be eligible for grade separation funding as the at-grade crossing for freight would remain.

The closure would require lower levels of local funding, with a substantial portion of capital costs covered by Regional, State and Federal sources.

The viaduct would require substantial local funding resources significantly above the closure alternative.

F Minimize right-of-way acquisition

Subsurface acquisitions will be required for the ground anchors for the trench retaining walls and right-of-way acquisitions will be required to construct pump stations.

No acquisition of private properties is required; however, driveway modifications will be required.

No acquisition of private properties is required.

Subsurface acquisitions will be required for the ground anchors for the trench retaining walls and right of way acquisitions will be required to construct pump stations.

Subsurface acquisitions will be required for the ground anchors for the trench retaining walls and right of way acquisitions will be required to construct pump stations.

No acquisition of private properties is required; however, there will be impacts to Palo Alto High School property and potentially Caltrain. There also may be some parking loss on the east side of Churchill Ave for the pedestrian/bike undercrossing.

No acquisition of private properties will be required.

G Reduce rail noise and vibration

Train horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the lowered track, train noise could reflect off walls and impact properties farther away, which can be mitigated.

Train horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevated track, train wheel noise could radiate out, which can be mitigated with a sound barrier.

Train horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevated track, train wheel noise could radiate out, which can be mitigated with a sound barrier.

Train horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. In the trench section, train noise could reflect off walls and impact properties farther away, which can be mitigated. In the tunnel section, train wheel noise will be contained.

Train horn noise and warning bells will remain for the at-grade crossings to accommodate the freight trains. Utilizing electric engines instead of diesel engines will also reduce noise. In the trench section, train noise could reflect off walls and impact properties farther away, which can be mitigated. In the tunnel section, train wheel noise will be contained.

Train horn noise and warning bells will be eliminated with the removal of the at-grade crossings with roadway closure. Utilizing electric engines instead of diesel engines will also reduce noise.

Train horn noise and warning bells will be eliminated with the replacement of the at-grade crossings with grade separations. Utilizing electric engines instead of diesel engines will also reduce noise. With the elevated track, train wheel noise could radiate out, which can be mitigated.

H

Maintain access to neighborhoods, parks, and schools along the corridor, while reducing regional traffic on neighborhood streets

No diversion of regional traffic with construction of grade separations.




Diversion of regional traffic with the permanent lane reduction on Alma Street will impacted residential streets.

Diversion of regional traffic with Churchill Ave closure will be mitigated.

No diversion of regional traffic with construction of a grade separations.

I Minimize visual changes along the corridor

Railroad tracks will be below grade with high fencing at grade. Landscaping options will be limited to plants with shallow roots in areas where tiebacks are required for the trench retaining walls.

Railroad tracks will be approximately 15 feet above grade. Landscaping with trees will be incorporated for screening where feasible.


Railroad tracks will be below grade with high fencing at grade in the trench section. Landscaping options will be limited to plants with shallow roots in areas where ground anchors are required for the trench section.

Passenger tracks will be below grade and freight tracks will be at-grade with high fencing. Landscaping options will be limited to plants with shallow roots in areas where ground anchors are required for the trench section.

Railroad tracks remain at existing grade. Residual roadway areas from closure provide opportunities for landscaping.


J Minimize disruption and duration of construction

Extended road closures at Meadow Dr and Charleston Rd are required. Construction would last for approximately 6 years.

Extended lane reductions at Alma St, Meadow Dr, and Charleston Rd will be required. Construction would last for approximately 4 years.

The viaduct will have minimal road closures (nights/weekends only). Construction would last for approximately 2 years.

Extended lane reductions on Alma Street are required. Construction would last for approximately X years.

Extended lane reductions on Alma Street are required. Construction would last for approximately X years.

The closure will have minimal road closures (nights/weekends only). Construction would last for approximately 2 years.

Extended lane reductions at Alma St (one lane in each direction) will be required. Construction would last for approximately 2 years.

Order of Magnitude Cost $800M to 950M*. $200M to $250M*. $400M to 500M*. $50M to $65M*. $300M to $400M*.

Summary of Evaluation with City Council-Adopted CriteriaAgenda Item #3bOctober 30, 2019

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October 2019

Meadow / Charleston Churchill

Engineering Impacts

Trench

Hybrid

Viaduct

South Palo Alto Tunnel Passenger and Freight


Closure

Viaduct

L Creek/Drainage Impacts

• Requires diversion of Adobe and Barron creeks resulting in the need for pump stations.

• Numerous regulatory agency approvals required for creek diversion.

• Pump stations also required to dewater the trench.

• Increased risk of flooding due to pump stations.

• Pump stations required for lowered roadways.


• No significant creek or drainage impacts.

• Requires diversion of Adobe and Matadero creeks resulting in the need for pump stations.


• Pump stations also required to dewater the trench and tunnel.


• Requires diversion of Adobe and Matadero creeks resulting in the need for pump stations.


• Pump stations also required to dewater the trench and tunnel.


• Pump station required for lowered pedestrian/bike way.

• Increased risk of flooding with pump stations.

• Relocation of the pump house at Embarcadero Rd required to accommodate widening of Alma St.

• No significant creek or drainage impacts.

M Long-Term Maintenance

Increased maintenance costs due to:

• Pump stations for creek diversions.

• Pump stations for trench dewatering.

• Below ground railroad alignment.


• Pump stations for trench dewatering.

• Above ground railroad alignment with embankments and undercrossing structures.


• Above ground railroad alignment with embankments and viaduct structures.

• Increased maintenance costs due to:

» Pump stations for creek diversions

» Pump stations for trench dewatering

» Below ground railroad alignment.

• Increased maintenance costs due to:

» Pump stations for creek diversions

» Pump stations for trench dewatering

» Below ground railroad alignment as well as at-grade railroad alignment


• Pump stations for undercrossing dewatering.


• Above ground railroad alignment with embankments and viaduct structures.

N Utility Relocations

• Major utility relocations for lowered railroad.

• Major utility relocations for lowered roadways.

• No major utility relocations. • Major utility relocations for lowered railroad.

• Major utility relocations for lowered railroad.

• Potential utility relocations in Alma St and Churchill Ave for pedestrian/bike undercrossing.

• Minor utility relocations for Embarcadero Rd/Alma St improvements.

• Minimal impacts to utilities.

O Railroad Operations Impacts during Construction

• Temporary track (i.e., shoofly) is required.

• Temporary track (i.e., shoofly) required, but a bit shorter than the trench shoofly.

• No temporary track (i.e., shoofly) required.

• Temporary track (shoofly) is required.

• Temporary track (shoofly) is required.

• No temporary track (i.e., shoofly) required, only single tracking during nights and weekends.

• Temporary track (i.e., shoofly) is required.

P Local Street Circulation Impacts during Construction

• Removal of right turn lanes on Alma St at Meadow Dr and Charleston Rd; however, traffic will still be able to flow as needed despite lane reduction.

• Closes Meadow Dr while Charleston Rd roadway bridges are constructed and visa versa.

• Removal of right turn lanes on Alma St at Meadow Dr and Charleston Rd; however, traffic will still be able to flow as needed despite lane reduction.

• Alma St, Charleston Rd, and Meadow Dr reduced to 2 lanes.

• Reduced lane widths on Alma St, north of Meadow Dr and south of Charleston Rd.

• Possible night time closures of Meadow Dr and Charleston Rd.

• Alma Street will be reduced to one lane in each direction from south of Oregon Expressway to Ventura Avenue.

• From Charleston Road to Ferne Avenue, there will be only one southbound lane on Alma Street.

• Alma Street will be reduced to one lane in each direction from south of Oregon Expressway to Ventura Avenue.

• Path along Palo Alto High School will temporarily be impacted during construction.

• Temporary night and weekend closures of lanes on Churchill Ave, Alma St and Embarcadero Rd.

• Alma St, reduced to two lanes.

• Removal of right turn lanes on Alma St at Churchill Ave; however, traffic will still be able to flow as needed despite lane reduction.

• Temporary night and weekend closures of lanes on Alma St and Churchill Ave.

Q Caltrain Design Exceptions Needed

2% grade on track required. Maximum allowed by Caltrain is 1%.

Temporary vertical clearance of 12 feet at undercrossing structures during construction. Minimum allowed by Caltrain is 15.5 feet.

1.4% grade on track required. Maximum allowed by Caltrain is 1%.



None required. 1.6% grade on track required. Maximum allowed by Caltrain is 1%.

Improvement Impact

Agenda Item #3bOctober 30, 2019

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Summary of Engineering Challenges

RAIL FACT SHEETS Meadow-Charleston Trench · DRAFT RAIL FACT SHEETS Agenda Item # 3b October 30,...

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