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- Jefferson Avenue underpass remains in place <br />- Union Pacific Railroad (UPRR) spur remains operational and connects at <br />Chestnut Street <br />- Woodside Road overpass remains to the south <br /> <br />Removing these constraints is technically feasible but would significantly increase <br />project costs. <br /> <br />The Study evaluated three alternatives related to W hipple Avenue. A summary of the <br />alternatives is provided below; all cost estimates were completed in 2009 and would be <br />substantially more today given escalating regional construction costs. <br />- Grade separation just at Whipple Avenue <br />o Project costs ranged between $150M and $300M <br />o Technically feasible options include keeping the railroad at grade while <br />the roadway goes over or under the tracks and hybrid alternatives where <br />the railroad and the roadway shift grade (e.g. railroad up some and road <br />down some, or railroad down some and road up some) <br />o Substantial property and roadway impacts due to how close the railroad <br />tracks, El Camino Real and Stafford Street are to one another <br /> <br />- Fully elevating the railroad between Whipple and Maple (combined alternative) <br />o Project cost was roughly $500M <br />o Marshall Street would be permanently closed <br />o Construction would impact properties at Sequoia Station, Crossing 900, <br />and the Main Library among others <br />o Utility impacts include a new pump station, temporary and permanent <br />creek culverts <br /> <br />- Fully depressing the railroad between Whipple and Maple (combined alternative) <br />o Preliminary assessment was that this option would be technically feasible <br />o Range of impacts went beyond the scope of the study but would be more <br />extensive and expensive than a fully elevated alternative <br /> <br />Upon completion of the Footprint Study, none of the alternatives were advanced due to <br />the costs and impacts associated with potential grade separation projects. Around 2010, <br />in conjunction with planning around high-speed rail, the City again revisited the question <br />of grade separations. This effort also acknowledged the multiple constraints within <br />Redwood City – from the creeks to existing grade separations and coordination with <br />existing and future rail service (e.g. rail service along the Dumbarton corridor and high- <br />8.B. - Page 2