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* Yes, a loop-back through station was originally a design option, it seems to have died somewhere early in the process, pre-2003. The tail tracks are shallow, cut-and-cover tunneling, I believe they will probably have had to bore to get a loop-back ... the loop-back would be extending well beyond the property being re-developed for the TBT project, so that would be much more expensive eminent domain for cut-and-cover on the turn.
And, yes, the original design spec was to stable four Caltrain trains, two per track ... they tend to run fairly short, but if they get to ten cars EMU, there's the capacity to hold a single full-length HSR set. AFAIU, they run the tail track through to a foundation of a freeway.
* On Caltrain, I think its about 6 tph, but on the other hand, there are other standard gauge regional rail services being pushed for, and they would of course want to connect to Caltrain as well as to the intermodel (Bus at the TBT, BART a block away) transfers there.
The present Caltrain terminus at 4th and (mumble) would continue to be a Caltrain station, so if Caltrain hits capacity they can always start alternating between services terminating at the current terminus and services terminating at the TBT. I've been accused of being a Marxist, yet while Harpo's my favourite, it's Groucho I'm always quoting. Odd, that.
There is the notional possibility to head east in a tunnel under the bay to Oakland, if they dug a new transbay tunnel. Locals from SF on the CA HSR blog seem to think this is not a politic issue to raise at this point in time.
The possibility exists of a people mover to connect underground to the BART stations from the TBT (1/4 mile, a block away) ... its penciled into the designs, but it seems as if without funding. I've been accused of being a Marxist, yet while Harpo's my favourite, it's Groucho I'm always quoting. Odd, that.
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