fully electrified with overhead wires to accommodate electrified Caltrain and high-speed rail trains. An underground pedestrian tunnel is also planned for the Transbay Transit Center station, connecting it to the nearby Embarcadero station for transfers to BART and Muni. Though the service patterns to these stations is not finalized as of 2018, both Caltrain and the California High-Speed Rail project intend to run trains to one or both of these stations. The Transbay Transit Center station is planned to contain six tracks and 3 platforms for trains. The plans studied in the EIR propose allocating the two northerly tracks to Caltrain and the four southerly tracks to HSR. An April 2018 study on the proposed operations of the terminal concluded that three tracks are needed in the DTX tunnel leading to the Transbay station, and furthermore that Caltrain and HSR would need to share all six tracks at Transbay for reliable operations. Cost and project funding As of April 2018, the project had an estimated total cost of $6 billion. Initially, $600 million of funding was allocated to the DTX but was reallocated due to cost overruns on the Transbay Transit Center Project Regional Measure 3, a bridge toll increase in the Bay Area that passed in the June 2018 election, allocates $325 million to the project. In October 2018, the San Francisco City Council voted no-confidence on the TJPA and suspended funds for Phase 2 of the construction project. In 2020, the Transportation Authority allocated half-cent sales tax funds to the Transbay Joint Powers Authority to undertake development work for the project. History Even before it was completed, in 1863 the San Francisco and San Jose Railroad (SF&SJ) was urged to build passenger and freight stations along Market Street. Once complete, the SF&SJ offered train service into San Francisco with a northern terminus at a now-demolished station at 18th and Valencia streets. Soon after Southern Pacific (SP) took over the Peninsula Commute route from the SF&SJ, SP would go on to build the Bayshore Cutoff in 1907, rerouting the line between San Francisco and San Bruno to the San Francisco Bay shoreline. The relocated station in San Francisco near Third and Townsend was soon deemed "[notoriously] inadequate even for present passenger traffic" in 1910. Instead of moving the station closer to Market, SP built a new passenger terminal, the Third and Townsend Depot, at the same location in San