|Redwood City in August 2000|
Would you believe that Caltrain has already done it? Over the last 15 years, no fewer than 37 station platforms have been built from the ground up.
Um, never mind, scratch that entire last paragraph! All of these new platforms will have to be re-built all over again to achieve level boarding.
|San Bruno||2||Apr 2014||part of grade separation project|
|Millbrae||3||Jun 2003||part of BART to SFO project|
|San Mateo||2||Sep 2000|
|Hayward Park||2||Nov 1999||built for future third track|
|Hillsdale||1||Oct 2005||$2+M||new northbound only, with southbound improvements|
|Belmont||1||Oct 1999||part of grade separation project|
|San Carlos||2||Oct 1999||part of grade separation project|
|Redwood City||2||4Q 2000|
|Menlo Park||2||Aug 2000||$3.3M|
|Palo Alto||2||Feb 2009||$35M||(cost shared with Cal Ave)|
|California Ave||2||Feb 2009||$35M||(cost shared with Palo Alto)|
|San Antonio||2||Apr 1999|
|Mountain View||2||Dec 1999|
|Santa Clara||2||Dec 2011||$40M||(cost shared with San Jose)|
|San Jose||2||4Q 2012||$40M||(cost shared with Santa Clara)|
Caltrain has demonstrated that they know how to build a large number of new platforms over a time span of a decade or so, which is why it's particularly important that the new EMU rolling stock (which will last three decades) be pre-configured for a future level boarding platform interface. It would truly be a shame if an effective level boarding solution--fully compatible with high-speed rail--were to be precluded through bad procurement choices made today in 2014.
Here's hoping that Caltrain's 2014 strategic plan will reflect a new vision for level boarding and a new understanding of its advantages for reducing trip times, improving service punctuality, increasing train average speeds, and increasing the overall throughput capacity of the peninsula rail corridor.