Capital costs associated with commuter rail alternatives reflect the team's judgement as to the
number of new passenger and freight tracks that would be needed and the extent of upgrading
required for frequent two-way commuter service. These assumptions have not been approved by
the owner railroads. Base costs do not include railroad right-of-way purchases or line access fees.
It is assumed that improvements would be made by the railroad with reimbursement from the
transit agency and an appropriate third party would operate passenger service. Further, in
consideration of the magnitude of capital improvements in the base cost, it is assumed that line
access fees could be waived by the railroad. Also, the base case costs do not consider potential
mitigation requirements for wetlands and noise. A second mitigated cost estimate is provided that
includes a cost allocation for possible railroad right-of-way acquisition (or access charges) and
potential mitigations. Capital costs for the Alviso/Centerville alternative are shown in Table 16.
To meet a service standard of 15 minute frequency in both direction during peak periods and one
hour off-peak frequencies, a minimum of two main tracks are needed. If freight trains cannot be
rescheduled to operate during off-peak periods, three main tracks are needed.
The team reviewed freight operating priorities with SPTC. Projections for passenger trains on the
SPTC line via Alviso assume that three tracks would be needed between Newark and Santa Clara.
Current Amtrak trains could operate between proposed commuter trains.
Based on the above-described train movements, the team assumed the following number of main
tracks:
SPTC via Alviso (currently single track Union City - Santa Clara; two passenger tracks
and additional freight tracks Santa Clara - Cahill; two shared tracks Cahill - Tamien)
Commuter trains on the SPTC Centerville line would conflict at Niles Tower grade crossing with
occasional UP priority trains, but the conflict was not deemed significant enough to require
construction of a fly-over.
Cost of grading was based on an average ten-foot fill. Trackwork quantities are based on
proposed track additions and improvements following review of physical inspection notes and track
charts. Some existing sidetracks were considered as replaced new rather than upgrading rails and
ties. Track feet of bridges were based on present lengths. Costs include replacing all wooden
trestles on present non-passenger lines to avoid future service interruptions caused by wooden
bridge maintenance.