Santa Clara station (California)
The Santa Clara Depot is one of two heavy railway stations in Santa Clara, California. It is served by the Caltrain from San Francisco, is served by the Altamont Corridor Express from Stockton although this service was suspended from 2005 until 2012 due to track construction in the area; this station is the planned terminal for the Silicon Valley BART extension into Santa Clara County and will be preceded by Diridon/Arena BART station with direct service to San Francisco/Daly City and Richmond. The Santa Clara station has a side platform serving the southbound Caltrain track and an island platform for the northbound Caltrain track and the ACE/Amtrak track; the island platform is connected to the side platform by a pedestrian tunnel, completed in 2012. Additional tracks northeast of Track 1 are used by Union Pacific freight trains; the platforms have been rebuilt to eliminate the hold out rule and permit ACE and Amtrak Capitol Corridor trains to stop at the station. The Santa Clara Depot, built by the San Francisco and San Jose Railroad in late 1863, was the oldest continuously operating railroad depot in the State of California until the ticket office was closed in May 1997.
The original 24'x50' board and batten depot was one of the two "way stations" built between San Francisco and San Jose. Plans for a railroad linking San Francisco and San Jose began as early as 1851. Though the 1851 scheme failed, the incorporation of the San Francisco and San Jose Railroad in 1859 met with success. Most of the financing for the project came from county government in San Francisco, San Mateo and Santa Clara counties, with the University of Santa Clara and local industry playing a significant role in both stock acquisition and choice of placement of the depot in Santa Clara; the first passenger service to San Francisco started in January 1864. The Southern Pacific Railroad acquired the San Francisco & San Jose Railroad in 1868; the depot on the east side of the tracks, was moved to its present location in 1877 and attached to the existing 32'x50' freight house constructed several years earlier. Because of the large volume of agricultural freight shipped from the depot, the freight house was increased in size at that time to its present dimensions of 32'x160'.
On November 1, 1877, the San Jose Mercury reported the facility nearing completion. Following construction of the railroad and fruit-related industries developed in the Santa Clara area, with the depot serving as a focal point for shipping. Rail service provided the direct link to San Francisco and, in the 1870s, to Southern California. Typical of these efforts were those of James A. Dawson, who pioneered the area's fruit-canning industry in 1871. By the turn of the century, the Pratt-Low Preserving Company, the largest fruit packing plant in central California, was located just south of the depot; the California Department of Transportation acquired the depot from Southern Pacific in 1980. It was placed in the National Register of Historic Places in 1985. In cooperation with the South Bay Historical Railroad Society, a nonprofit group founded the same year, they began renovation work in 1986 on the depot, by badly in need of repair. A group of volunteers spent over 25,000 hours hauling away debris, replacing support timbers, exterior decking and interior flooring, scraping peeling paint and many other repairs.
With the major renovation complete since 1992, this 156-year-old building hosts a railroad library and museum with 2 large model railroad layouts and many other artifacts while still serving its original function as a passenger depot. The station is an intermodal transportation center, with Caltrain and Altamont Corridor Express train service and bus service operated by the Santa Clara Valley Transportation Authority. Bus service is extensive and includes limited-stop and, since July 2005, the VTA's brand of bus rapid transit; the station is served by a free shuttle going to the San Jose International Airport, the SJC Airport Flyer, jointly operated by the VTA and the airport, as well as an Amtrak Thruway Motorcoach bus that runs from San Jose to Stockton. Amtrak Capitol Corridor trains began stopping at the station on May 21, 2012, giving Caltrain a second direct connection to Amtrak; the station is located within walking distance of Avaya Stadium. A project is being considered to replace the Airport Flyer bus service with a people mover similar to AirTrain JFK, which provides similar access to rapid transit stations.
The station was considered for California High-Speed Rail, but was rejected on the grounds that it was too close to the nearby, much larger, Diridon Station in San Jose, that the airport traffic that it would receive would not be enough to justify maintaining a separate station. Rather, it was decided that two Peninsula stations would be sufficient, one in Palo Alto or Redwood City, the other serving the larger San Francisco International Airport; this station is planned as the terminal station for the BART extension to San Jose in the second, unfunded phase. The project will extend the BART system south from its current terminus in Warm Springs. Reasons for selecting Santa Clara as the proposed terminus for the BART extension are the access to the San Jose International Airport as well as the proposed BART maintenance facility located in the vicinity of the station at the former Union Pacific rail yard; the station is served by VTA Bus routes 10, 22, 32, 60, 81, 522
South San Francisco station (Caltrain)
South San Francisco is a Caltrain station in South San Francisco, served by local and limited-stop trains. The station is on the east side of Highway 101 beneath East Grand Avenue, it is undergoing a substantial modernization and expansion project, scheduled to be completed in fall 2020. A depot for South San Francisco was built in 1909 shortly after the completion of the Bayshore Cutoff, with an entrance on Grand Avenue. Prior to that, a smaller station existed at least as early as 1898; the 1909 building was demolished in the late 1950s and replaced with a smaller building with an entrance off Dubuque. The station was built before the Bayshore Freeway and retains many of the aspects common to older, unmodernized stations along the Peninsula Commute. In 2012, a southbound Baby Bullet express train passing through the station narrowly avoided striking passengers for a northbound train stopped at South San Francisco; the Baby Bullet express did not have a scheduled stop at the station and had ignored the hold-out rule.
South San Francisco is the only hold-out rule station with regular service on weekdays - Atherton, College Park, Stanford have limited or no weekday service - making it a bottleneck for service. Automobiles can reach the station by turning from Grand Avenue north on Dubuque, just east of U. S. 101, a pedestrian staircase climbs to Grand, above the station. Several SamTrans routes run near the station on Airport Boulevard, but steep ramps and tight turns make it impossible for large buses to access the station from Dubuque; the south end of the parking lot features a large mural on the retaining wall for Grand Avenue entitled "Prometheus Brings Fire to Man" by artist Nicolai Larsen, painted in 1996. In 1998, the City of South San Francisco prepared a concept plan to relocate the station southward so that trains would stop south of the East Grand Avenue overpass in order to improve bus and pedestrian access to the station; this would allow buses stopping on Airport Boulevard to directly service the station and open up access from the east for employer-provided shuttles.
In 2012 Caltrain and SSF began work on a Downtown Station Area Plan to redevelop the area around the station and make it easier to reach downtown from the station. The project will update the station by renovating the southbound platform and extending it south, building a new northbound platform to eliminate the "hold out" rule and to be ADA-compliant; the project will include a bus and shuttle drop-off area on Poletti Way and an ADA-compliant pedestrian underpass to the new platform that would connect with East Grand Avenue/Poletti Way and Grand Avenue/Airport Boulevard. The west entrance will feature a new pedestrian plaza at the southeast corner of Airport Boulevard and Grant Avenue, on right-of-way used as a Caltrans storage yard. A new pedestrian gate crossing at the northern end of the new platform will provide access to the existing parking lot; the plan was approved in February 2015 and will be funded by $49.1 million in funds provided by San Mateo County Measure A, a half-cent sales tax approved by county voters in 2012.
Peninsula Corridor Joint Powers Board contributed $4 million and SSF contributed $9.2 million, including $3.3M to expand station property and remediate soil. The current plan calls for a new 700 foot -long island platform relocated south of the existing side platform with a pedestrian underpass connecting the platform to Grand Avenue and Poletti Drive and Grand and Airport. Although construction was scheduled to begin in 2016, the design was not finalized until December 2016, groundbreaking for the modernization project was held on November 6, 2017 in a ceremony attended by State Senator Jerry Hill and SSF Mayor Pradeep Gupta; the new station was projected to open in 2019, but was delayed to August 2020 after planned underground utility relocation work was determined to be a prerequisite for construction of the new pedestrian underpass. Caltrain - South San Francisco station Atkins. South San Francisco Downtown Station Area Specific Plan: Draft Environmental Impact Report. City of South San Francisco.
Retrieved 20 January 2017. Atkins. South San Francisco Downtown Station Area Specific Plan: Final Environmental Impact Report. City of South San Francisco. Retrieved 20 January 2017. Boone, Andrew. "Pedestrian Access to South San Francisco Caltrain Station Gets a Boost". SF Streetsblog. Retrieved 23 January 2017
Broadway station (Caltrain)
Broadway is a Caltrain station in Burlingame, California. Caltrain only serves the stop on holidays. A station in north Burlingame was opened around 1911, renamed to Buri Buri in 1917 Broadway in 1926. A lightly-used station at nearby Easton was in service until at least 1925; the former Southern Pacific Railroad depot building at Broadway is used as a restaurant. Like most stations on the corridor, the Southern Pacific built Broadway with a side platform on the west track for southbound trains, a narrow island platform between the tracks for northbound trains; because of the narrow center platform for northbound passengers, a hold-out rule is in effect at the station: if a train is stopped for passengers, an approaching train in the opposite direction on the other track must wait outside the station. The resulting delays were the main reason that Broadway became a weekend-only station on August 1, 2005, shortly after the Caltrain Express project was completed. A free shuttle to Millbrae station was implemented in lieu of weekday service.
After the electrification of Caltrain is completed, daily service is planned to be reinstated at Broadway. The nearby level grade crossing at Broadway Avenue is planned to be grade-separated, with construction projected to start as early as 2025 if funding can be identified; the at-grade crossing has been identified as the second-most necessary grade separation among 10,000 at-grade crossings in California because it handles 70,000 vehicles per day, city officials state it is the site of the worst traffic congestion in Burlingame. Grade separation is projected to cost $250 million. Plans for a grade separation started in 1965 when the Peninsula Commute was being operated by the Southern Pacific Railroad, but were stymied by the complex geometry of Broadway, which intersects with roads east and west of the level crossing, passes over U. S. 101 at an interchange rebuilt in 2017, the heavy rail traffic, projected at more than 114 trains per day by 2020. Traffic through the actual grade crossing was estimated at 27,000 vehicles per day in 2015.
There are an average of two accidents and 105 traffic citations issued each year resulting from traffic stopped on the tracks. Seven alternatives were studied in the Broadway Grade Separation Project Study Report, which recommended Alternative A, a combination of elevating the rail line for 7,300 feet and depressing the roadway for a length of 730 feet, resulting in acceptable grades of up to 4.8 percent for road traffic and 0.75 percent for rail traffic. Under Alternative A, shoofly tracks would first be constructed east of the existing line and west of Carolan rail traffic would be diverted while the existing line was elevated. After the new rail bridge and embankments were completed, rail traffic would shift back to the newly elevated original alignment and Broadway would be temporarily closed while being reconstructed at a depressed alignment. Alternatives with the rail line lowered were considered, but they were rejected because of the high cost of drainage due to three nearby creeks.
Broadway station would be rebuilt with an island platform to remove the existing hold-out rule. A preliminary design for the grade separation and station rebuild is anticipated for Spring 2019. Caltrain - Broadway
Bay Area Rapid Transit
Bay Area Rapid Transit is a rapid transit public transportation system serving the San Francisco Bay Area in California. The heavy rail elevated and subway system connects San Francisco and Oakland with urban and suburban areas in Alameda, Contra Costa, San Mateo counties. BART serves 48 stations along six routes on 112 miles of rapid transit lines, including a ten-mile spur line in eastern Contra Costa County which utilizes diesel multiple-unit trains and a 3.2-mile automated guideway transit line to the Oakland International Airport. With an average of 423,000 weekday passengers and 124.2 million annual passengers in fiscal year 2017, BART is the fifth-busiest heavy rail rapid transit system in the United States. BART is operated by the San Francisco Bay Area Rapid Transit District, formed in 1957; the initial system opened in stages from 1972 to 1974. As of late 2019, it is being expanded to San Jose with the Silicon Valley BART extensions; some of the Bay Area Rapid Transit system's current coverage area was once served by an electrified streetcar and suburban train system called the Key System.
This early 20th-century system once had regular transbay traffic across the lower deck of the Bay Bridge, but the system was dismantled in the 1950s, with its last transbay crossing in 1958, was superseded by highway travel. A 1950s study of traffic problems in the Bay Area concluded the most cost-effective solution for the Bay Area's traffic woes would be to form a transit district charged with the construction and operation of a new, high-speed rapid transit system linking the cities and suburbs. Formal planning for BART began with the setting up in 1957 of the Bay Area Rapid Transit District, a county-based special-purpose district body that governs the BART system; the district began with five members, all of which were projected to receive BART lines: Alameda County, Contra Costa County, the City and County of San Francisco, San Mateo County, Marin County. Although invited to participate, Santa Clara County supervisors elected not to join BART due to their dissatisfaction that the peninsula line only stopped at Palo Alto and that it interfered with suburban development in San Jose, preferring instead to concentrate on constructing freeways and expressways.
In 1962, San Mateo County supervisors voted to leave BART, saying their voters would be paying taxes to carry Santa Clara County residents. The district-wide tax base was weakened by San Mateo's departure, forcing Marin County to withdraw a month later. Despite the fact that Marin had voted in favor of BART participation at the 88% level, its marginal tax base could not adequately absorb its share of BART's projected cost. Another important factor in Marin's withdrawal was an engineering controversy over the feasibility of running trains on the lower deck of the Golden Gate Bridge, an extension forecast as late as three decades after the rest of the BART system; the withdrawals of Marin and San Mateo resulted in a downsizing of the original system plans, which would have had lines as far south as Palo Alto and northward past San Rafael. Voters in the three remaining participating counties approved the truncated system, with termini in Fremont, Richmond and Daly City, in 1962. Construction of the system began in 1964, included a number of major engineering challenges, including excavating subway tunnels in San Francisco and Berkeley.
Passenger service began on September 11, 1972 just between MacArthur and Fremont. The rest of the system opened in stages, with the entire system opening in 1974 when the transbay service through the Transbay Tube began; the new BART system was hailed as a major step forward in subway technology, although questions were asked concerning the safety of the system and the huge expenditures necessary for the construction of the network. Ridership remained well below projected levels throughout the 1970s, direct service from Daly City to Richmond and Fremont was not phased in until several years after the system opened; some of the early safety concerns appeared to be well founded when the system experienced a number of train-control failures in its first few years of operation. As early as 1969, before revenue service began, several BART engineers identified safety problems with the Automatic Train Control system; the BART Board of Directors was retaliated by firing them. Less than a month after the system's opening, on October 2, 1972, an ATC failure caused a train to run off the end of the elevated track at the terminal Fremont station and crash to the ground, injuring four people.
The “Fremont Flyer” led to a comprehensive redesign of the train controls and resulted in multiple investigations being opened by the California State Senate, California Public Utilities Commission, National Transportation Safety Board. Hearings by the state legislature in 1974 into financial mismanagement at BART forced the General Manager to resign in May 1974, the entire Board of Directors was replaced the same year when the legislature passed legislation leading to the election of a new Board and the end of appointed members. Before the BART system opened, planners projected several possible extensions. Although Marin county was left out of the original sys
Altamont Corridor Express
The Altamont Corridor Express is a commuter rail service in California, connecting Stockton and San Jose. ACE is named for the Altamont Pass. Service is managed by the San Joaquin Regional Rail Commission, operations are contracted to Herzog Transit Services, using AAR assigned reporting mark HTSX; the 86-mile route includes ten stops, with 12 minutes end-to-end. The tracks are owned by Union Pacific Railroad. ACE uses Bombardier BiLevel Coaches and MPI F40PH-3C locomotives. Service began on October 1998, with two weekday round trips. A third round trip was added in May 2001, followed by a fourth round trip in October 2012; as of 2018, average weekday ridership is 5,900. Under the ACEforward program, a number of improvements to the service are being considered; these include a rerouted line through Tracy, an extension to Modesto and Merced, connections to BART at Union City and Tri-Valley. By the 1980s, three growing areas in California - Silicon Valley, the Tri-Valley, the middle part of the Central Valley - were poorly connected by public transit as Interstate 580 and Interstate 680 became more congested.
The three areas had connections to San Francisco and Oakland via Caltrain and the Amtrak San Joaquin, but commuting from the Central Valley and Tri-Valley to Silicon Valley required using a car or limited bus service. In 1989, the San Joaquin Council of Governments, Stockton Chamber of Commerce, the Building Industry Association of the Delta started work on a 20-year transportation plan for their section of the Central Valley. In November 1990, San Joaquin County voters passed Measure K, a half-cent sales tax to fund a variety of transportation improvements; the highest-priority project was the establishment of passenger rail service to San Jose. In 1995, San Joaquin County and seven cities along the route formed the San Joaquin Regional Rail Commission to oversee the creation of the service. In May 1997, the Altamont Commuter Express Joint Powers Authority was formed by the SJRRC, Santa Clara Valley Transportation Authority, Alameda Congestion Management Agency; that agreement formalized financial support, administrative processes, governance for the rail service.
The operation is funded by a variety of state and federal sources sales tax revenue collected by the three JPA signatories. Cost sharing for capital projects, excluding stations, during the initial 36 months of service was determined by the JPA on a case-by-case basis and approved by each of the member agencies; the initial purchase of rolling stock, construction of stations, other start-up costs, amounting to some $48 million, were covered by Measure K funds. Station improvements are the responsibility of the county. ACE pays the owner of the right of Union Pacific Railroad, about $1.5 million per year. Service began on October 19, 1998, with two daily round trips running to San Jose in the morning and Stockton in the evening; the original service used two trainsets, each with 4 bilevel coach cars, for a total seated capacity of 1120 passengers in each direction daily. In September 1999, the service reached 1000 daily riders per direction, resulting in many trains running at capacity. On February 21, 2000, a morning short turn between San Jose and Pleasanton was added using an existing trainset, giving Pleasanton and Fremont a third inbound train to alleviate the crowding on the two earlier trains.
The trip was added after ACE funded $3 million in track improvements to reduce conflicts with Union Pacific freight trains and Amtrak Capitol Corridor trains. By early 2001, ACE carried more than 700 daily standees. After additional equipment was bought, the "Turn-back Train" was replaced by a nearly-full-length trip originating at Lathrop-Manteca on March 5, 2001. Although the third train added 560 seats in each direction, it brought an immediate increase in 380 daily riders. ACE planned to add a fourth round trip in the year, with fifth and sixth round trips by 2006. However, by late 2001, the deepening dot-com recession was hurting ridership, expansion plans were put on hold. On June 30, 2003, the ACE JPA was dissolved in favor of a Cooperative Services Agreement between the three member agencies. On January 6, 2003, ACE introduced the Stockton Solution Shuttle, allowing Stockton passengers to use the ACE trip which terminated at Lathrop/Manteca; the trip was extended to Stockton on August 1, 2005.
At that time, service to Santa Clara was suspended to allow for the construction of a second platform and pedestrian tunnel at the station. At this time, three Amtrak Thruway Motorcoach trips connecting to the San Joaquin - one to San Jose and two to Stockton - were open to ACE riders. On August 28, 2006, ACE added a fourth round trip, which operated midday using one of the existing trainsets. On November 7, 2006, San Joaquin County voters approved a 20-year extension of Measure K. Suffering from reducing funding due to the Great Recession, ACE cut the lightly-used midday trip on November 2, 2009. In May 2012, ACE restored service to Santa Clara station. On October 1, 2012, a fourth rush-hour round trip was added, running one hour after existing trips. In December 2012, the service was rebranded from Altamont Commuter Express to Altamont Corridor Express to reflect plans for a broader scope of service. In March 2014, ACE opened a 121,000 square feet maintenance facility in Stockton. On July 1, 2015, m
A train station, railway station, railroad station, or depot is a railway facility or area where trains stop to load or unload passengers or freight. It consists of at least one track-side platform and a station building providing such ancillary services as ticket sales and waiting rooms. If a station is on a single-track line, it has a passing loop to facilitate traffic movements; the smallest stations are most referred to as "stops" or, in some parts of the world, as "halts". Stations elevated. Connections may be available to intersecting rail lines or other transport modes such as buses, trams or other rapid transit systems. In British English, traditional usage favours railway station or station though train station, perceived as an Americanism, is now about as common as railway station in writing. In British usage, the word station is understood to mean a railway station unless otherwise qualified. In American English, the most common term in contemporary usage is train station. In North America, the term depot is sometimes used as an alternative name for station, along with the compound forms train depot, railway depot, railroad depot, but applicable for goods, the term depot is not used in reference to vehicle maintenance facilities in American English.
The world's first recorded railway station was The Mount on the Oystermouth Railway in Swansea, which began passenger service in 1807, although the trains were horsedrawn rather than by locomotives. The two-storey Mount Clare station in Baltimore, which survives as a museum, first saw passenger service as the terminus of the horse-drawn Baltimore and Ohio Railroad on 22 May 1830; the oldest terminal station in the world was Crown Street railway station in Liverpool, built in 1830, on the locomotive hauled Liverpool to Manchester line. As the first train on the Liverpool-Manchester line left Liverpool, the station is older than the Manchester terminal at Liverpool Road; the station was the first to incorporate a train shed. The station was demolished in 1836 as the Liverpool terminal station moved to Lime Street railway station. Crown Street station was converted to a goods station terminal; the first stations had little in the way of amenities. The first stations in the modern sense were on the Liverpool and Manchester Railway, opened in 1830.
Manchester's Liverpool Road Station, the second oldest terminal station in the world, is preserved as part of the Museum of Science and Industry in Manchester. It resembles a row of Georgian houses. Early stations were sometimes built with both passenger and goods facilities, though some railway lines were goods-only or passenger-only, if a line was dual-purpose there would be a goods depot apart from the passenger station. Dual-purpose stations can sometimes still be found today, though in many cases goods facilities are restricted to major stations. In rural and remote communities across Canada and the United States, passengers wanting to board the train had to flag the train down in order for it to stop; such stations were known as "flag stops" or "flag stations". Many stations date from the 19th century and reflect the grandiose architecture of the time, lending prestige to the city as well as to railway operations. Countries where railways arrived may still have such architecture, as stations imitated 19th-century styles.
Various forms of architecture have been used in the construction of stations, from those boasting grand, Baroque- or Gothic-style edifices, to plainer utilitarian or modernist styles. Stations in Europe tended to follow British designs and were in some countries, like Italy, financed by British railway companies. Stations built more often have a similar feel to airports, with a simple, abstract style. Examples of modern stations include those on newer high-speed rail networks, such as the Shinkansen in Japan, THSR in Taiwan, TGV lines in France and ICE lines in Germany. Stations have staffed ticket sales offices, automated ticket machines, or both, although on some lines tickets are sold on board the trains. Many stations include a convenience store. Larger stations have fast-food or restaurant facilities. In some countries, stations may have a bar or pub. Other station facilities may include: toilets, left-luggage, lost-and-found and arrivals boards, luggage carts, waiting rooms, taxi ranks, bus bays and car parks.
Larger or manned stations tend to have a greater range of facilities including a station security office. These are open for travellers when there is sufficient traffic over a long enough period of time to warrant the cost. In large cities this may mean facilities available around the clock. A basic station might only have platforms, though it may still be distinguished from a halt, a stopping or halting place that may not have platforms. Many stations, either larger or smaller, offer interchange with local transportation. In many African, South American countries, Asian countries, stations are used as a place for public markets and other informal businesses; this is true on tourist routes or stations near tourist destinations. As well as providing services for passengers and loading facilities for goods, stations can sometimes have locomotive and rolling stock depots (usually with facilities for storing and refuelling rolling stock an
Bayshore station (Caltrain)
Bayshore is a Caltrain commuter rail station on the border of San Francisco and Brisbane, California. The parking lot and about the northern fourth of the platforms are in the Visitacion Valley District of San Francisco; the official address is in San Francisco. Like most Caltrain stations it is not staffed with ticket sellers. Caltrain ticket vending machines Pedestrian walkway above tracks to cross to the opposite platform. Four tracks pass through, two in the middle and two side tracks for trains stopping at the station. During commute hours on weekdays, some trains are scheduled to wait at Bayshore on the side tracks until the Baby Bullet passes on the bypass track. A centerline fence prevents passengers from running across the four rails. Muni intended to establish another light rail connection to the Bayshore station at Visitacion Valley in southern San Francisco with its new Third Street light rail extension. However, following the CTX Project, completed in 2004, the Bayshore station was rebuilt and moved south.
As of 2018, the existing Bayshore station straddles the border between the counties of San Mateo and San Francisco. The Third Street extension opened in early 2007 without a connection to Caltrain; the closest Muni station, Arleta Station, is seven minutes north from the Bayshore Caltrain station along Tunnel Avenue. Although Sunnydale Station is geographically closer to Bayshore, there is no public pathway running east-west directly connecting those two stations; the potential connection has been plagued by cost and design issues. Two proposed development projects adjacent to the station, the Visitacion Valley Transit Oriented Development Project and the Brisbane Baylands development, could hasten the planning and conversion of Bayshore Station into an Intermodal Transit Station with a connection to Muni; the San Francisco County Transportation Authority adopted the Bayshore Intermodal Station Access Study in 2012. This study examined several alternatives, proposed to move the platform south by 150 to 700 feet to lie within San Mateo County.
A loop extension of T Third would be built on San Mateo County land connecting the Sunnydale Station to a new intermodal platform west of the Peninsula Corridor rail line on land planned for redevelopment as part of the Brisbane Baylands. According to the Bi-County Transportation Study, the estimated cost of extending T Third is $58M, with an additional $31M required to reconfigure Bayshore station. In addition, Geneva Avenue would be extended east from Bayshore Boulevard over the rail line to Harney and would connect a proposed Muni bus rapid transit line to Bayshore Station. In the Geneva-Harney BRT Feasibility Study final report, published in July 2015, all of the near-term alternatives for BRT alignment would use existing streets, connecting the new Geneva-Harney line with T Third at Arleta. According to the Bi-County Transportation Study, the estimated cost of extending Geneva is $90M, an additional $210M would be required to set up the Geneva-Harney BRT line. Bayshore was established by the Southern Pacific Railroad in 1907 along the new Bayshore Cutoff, a more direct route into San Francisco.
The railroad planned to build an extensive terminal facility in Visitacion Valley that would serve as the primary maintenance and marshaling facility for the San Francisco Peninsula. Financial problems delayed completion of the project, the 250-acre Bayshore rail yard and shops did not open until 1918; the facility employed over 1,000 workers. The Bayshore shops maintained all the locomotives on the Southern Pacific's Coast Division which stretched south to Santa Barbara. By 1952, this was 133 steam engines, but by 1954, diesel-electric locomotives had become common enough that the Bayshore steam shops were closed; the roundhouse continued to service diesel locomotives, but the decline of industry and shipping in San Francisco and along the peninsula led to the closure of the yards in the early 1980s. Caltrain Bayshore station page Vistacion Valley TOD Project Brisbane Baylands Project