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<br />7.A <br />Page 11 <br /> <br />· Capital cost estimate: $325 million for four~track scenario in subsection 4C. <br />5. Covered trenchltunnel <br />· This is a shallow covered '~box" requiring fire and life safety systems. The top <br />of the box would be approximately 1 0 feet below the existing street level to <br />minimize impact to existing underground utilities. <br />· This option provides community access in general except at the locations of <br />fire and life safety systems and other support facilities. <br />· Property impact: 96 feet; 120 feet with TCE. <br />e Capital cost estimate: $765 million for four-track scenario in subsection 4C. <br />6. Deep tlmnel (HSR only) <br />· This is a deep tunnel, requiring large surface areas at the tunnel portals to <br />facilitate construction. Fire and life safety systems are required. <br />· This option needs to be considered together with reconstruction of the Caltrain <br />tracks to achieve the required grade separation. This option does not provide <br />community access unless the CaJtrain tracks are elevated or relocated in a <br />covered trench. <br />· Property impact: Low impact except tunnel portal location. <br />· Capital cost estimate: $447 tnillion ($336'million for two-track HSR deep <br />tunnel and $111 million for two-track Caltrain aerial viaduct). <br /> <br />Guide to Critical Sections of the AA Report: <br /> <br />"Summary" section, page S -1: <br />The Preliminary Alternatives Analysis Report and its associated engineering and <br />environmental analysis confirm that a four-track, grade.-separated, shared Caltrain and <br />High Speed Rail (HSR) system is feasible and is the preferred HSR alternative between <br />San Francisco and San Jose on the Peninsula. It also confirms that such a system <br />between San Francisco and San Jose can be built at costs that are in the, range of what has <br />been presented in the 2009 Business Plan and in previous Prograol Level environmental <br />documents. <br /> <br />The entire alignment will be a predominantly four-track, grade-separated railroad and <br />will allow both Caltrain and HSR to operate their respective services. It will be a shared- <br />track system with HSR operating at speeds up to 125 mph and Caltrain up to 110 mph <br />between San Jose and San Francisco. <br /> <br />The HSR stations recommended for continued study are: <br />. Downtown San Francisco (locations at both the Transbay Transit Center, and 4th <br />and King) <br />. San Francisco International Airport Connector Station <br />. Potential mid-peninsula station - Redwood City, Palo Alto and Mountain View <br />are currently under consideration. <br /> <br />In order to develop an appropriate and logical cost estimate, all of the 10 subsections of <br />the Caltrain corridor must be "stitched" together into a cohesive system from San <br />Francisco to San Jose. This exercise will be part of the 15% design study which is <br />