3.17 VISUAL QUALITY. Introduction

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1 3.17 VISUAL QUALITY Introduction This section describes the existing visual setting and effects of the proposed project on the visual quality of the Santa Clara-Alum Rock Corridor. Where potential impacts are identified, mitigation measures are included to reduce impacts. This analysis uses the methodology developed by the Federal Highway Administration (FHWA) and the American Society of Landscape Architects (ASLA) for visual impact assessment of transportation proposed projects. 1 The FHWA assessment method characterizes the visual environment as an interaction between the visual resources themselves (i.e., the objective landscape described in terms of visual character and visual quality) and the subjective characteristics of viewer response, comprised of viewer exposure (visibility, view duration, and condition) and viewer sensitivity to visual change (as determined by activity type, viewer number, direct viewer response information, if any, local historical and cultural associations, and expressions of public policy). Visual character is a descriptive term and comprises the formal attributes of the perceived landscape both in terms of formal visual elements such as form, line, texture, color; and characteristics of scale, visual dominance, visual variety, order, and pattern, particularly as these are embodied in recognizable land use types. Visual quality is an evaluative term, summarized by this technique in terms of vividness, intactness, and unity. Vividness is defined as the visual power or memorability of landscape components as they combine in striking and distinctive patterns. 2 Particularly in urban environments, this quality may often refer to natural elements such as trees, water, notable views, and other features that typically enjoy viewer preference. Intactness is the visual integrity of the natural and man-built landscape and its freedom from encroaching elements. 3 Unity is the visual coherence and compositional harmony of the landscape considered as a whole; it frequently attests to the careful design of individual components in the landscape. 4 Ground-level field reconnaissance surveys were conducted in December 2003, February and March 2004, January 2007, and March 2008 to assess the visual resources of the Corridor and complete photographic documentation. Because the proposed project follows a generally linear alignment along the Santa Clara-Alum Rock Corridor, the visual analysis is divided into two distinct landscape units that share a broad overall Visual Impact Assessment for Highway Proposed projects, American Society of Landscape Architects and Federal Highway Administration, Ibid. Ibid. Ibid. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

2 character and quality. Key viewpoints within the landscape units are identified to represent the important affected views and viewer groups. The key viewpoints are characterized in terms of overall anticipated viewer response: that is, anticipated susceptibility/sensitivity to change in light of viewer sensitivity, visual exposure, and existing visual quality. The higher the level of these factors, the higher the likelihood that a given level of visual change will result in adverse impacts, and vice versa. Landscape units, key viewpoints, visual character and quality, and viewer groups are all described below. Existing Conditions Regional Setting The Santa Clara-Alum Rock Corridor is located within the City of San Jose, Santa Clara County. It is situated entirely within the broad, level floor of the Santa Clara Valley, which is defined to the west by the Santa Cruz Mountains and to the east by the Diablo/Hamilton Range, both of which are visible at a distance from the Corridor in clear weather. Local Setting The Santa Clara-Alum Rock Corridor extends from the core of historic Downtown San Jose, eastward to the proposed project terminus near Capitol Avenue roughly four miles to the east. The Corridor represents a primary entryway to Downtown and to San Jose State University from both U.S. 101 and I-680. The entire Corridor is intensively developed with a spectrum of land use types, ranging from high- and mid-rise commercial development in the City core to single-story commercial, residential, light industrial, and institutional uses on East Santa Clara Street and Alum Rock Avenue. The Corridor traverses numerous neighborhoods and various centers of community, cultural, and commercial significance. Throughout the east/west oriented Corridor, views of the Santa Cruz Mountains to the west and the Diablo/Hamilton Range to the east may be seen under clear conditions. The Diablo/Hamilton Range to the east is a particularly prominent feature of the regional landscape, especially in the eastern portions of the Corridor where it serves as a vivid focus for eastward-directed views. Both Santa Clara Street and Alum Rock Avenue consist of four-lane arterial boulevards, generally with on-street parking and signalized turn lanes. Almaden Boulevard also has four lanes, with a broad center landscaped median dominated by mature existing fan palms, and an extensive landscaped area at its intersection with West Santa Clara Street. This landscaped area includes palms and a large public sculpture. The entire Santa Clara Street-Alum Rock Avenue Corridor has been planted with street trees of predominantly uniform type (London Plane), with pockets of other street tree species characterizing particular individual blocks. Standard streetlights with banners have also been installed throughout the length of the Corridor. Both trees and decorative light standards enhance visual unity and vividness of the boulevard streetscape, which is otherwise characterized by visual heterogeneity and a sometimes Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

3 chaotic quality deriving from a wide range of land use types, such as from older light industrial uses to recent commercial, residential, or institutional uses. Façade and streetscape improvement proposed projects have been implemented at various locations along the route, which also contribute to a degree of increased visual unity. In addition to the mountains visible at the eastern and western ends of the Corridor, scenic features within the Corridor include the Downtown skyline, Roosevelt Park, and the Coyote Creek crossing, extensive mature landscaping in and around the I-680 interchange, and notable community landmarks including the Five Wounds Church at 28 th Street, and the Mexican Heritage Plaza at King Road. Throughout the Corridor there are two principal viewer types: pedestrians (both workers and visitors of the businesses fronting upon the Corridor) and motorists. Both groups are regarded as having an overall moderate sensitivity to visual change. These viewer groups may have moderately high viewer sensitivity within isolated locations such as at community nodes. Both pedestrians and motorists would have high degrees of visual exposure to the proposed project. Landscape Units and Key Viewpoints In this section, the visual character of landscape units within the Corridor are described, and their existing level of visual quality and anticipated viewer response are evaluated. Key viewpoints are identified to represent the important views and viewer groups within each landscape character unit. For purposes of this analysis, the Santa Clara-Alum Rock Corridor was divided into two broad landscape units, primarily reflecting the visual character of varying zoning and density of principal land use types. 5 The two landscape units are: mid- to high-rise downtown commercial development along Santa Clara Street from the San Jose Diridon Station to 7 th Street (Downtown); and low-rise mixed use in the remainder of the Corridor east of 7 th Street to Capitol Avenue. Within these broad units, however, several unique sub-areas/image types also occur and are described below. Landscape Unit 1: Along Santa Clara Street and San Fernando Street from the San Jose Diridon Station to 7 th Street. This segment of the Corridor includes the core of historic Downtown San Jose, and is characterized by a mix of low- to high-rise commercial buildings spanning over 100 years of development, typified by the De Anza Hotel, the Bank of America building, and numerous other notable examples of historic architecture in addition to HP Pavilion (San Jose Arena) and the Civic Center located between 4 th Street and 6 th Street (see Figure , Figure a, and Figure b). 5 The proposed project would also traverse the Capitol Expressway Corridor south of Alum Rock Avenue. However, this Corridor was the subject of previous environmental evaluation as part of the Capitol Expressway Light Rail FSEIR. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

4 4 TH 9 TH LEGEND 2ND 7TH 1 View Location 1 Orientation and Approximate Location of Key Viewpoint Santa Clara-Alum Rock Corridor Highway Street 1 2 JULIAN 3 DELMAS? BASSETT PARK ST JAMES! i RD!i TH ST JOHN SANTA CLARA STREET 10 3RD SAN ANTONIO SANCARLOS WILLIAM REED MA cts_10\vta_558\viewpoint_locations.mxd Source: ESRI GIS Data, Highways, 1998; ZEIP Associates. Orientation and Approximate FIGURE : LANDSCAPE 2 Location UNIT 1of Key Viewpoint Source: ESRI GIS Data, Highways,1998; and EIP Associates GIS Program, Alignment,!7 Photo Location March 2004, Photo Sources: Locations, Dec. ESRI GIS Data, Highways, 1998; Santa PBS&J, Clara/Alum Rock Corridor Feet VTA SANTA CLARA/ALUM ROCK CORRIDOR EIS/EIR FIGURE : EXISTING TRANSIT NETWORK! i Landscape Unit 1 Figure Not to Scale Not to Scale

5 1. Cahill/Diridon 2. HP Pavillion 3. Los Gatos Creek/Guadalupe River 4. San Fernando Street 5. San Fernando Street 6. Alameda/Santa Clara FIGURE A: LANDSCAPE UNIT 1 - VIEWS 1-6 Not to Scale Source: William Kanemoto & Associates, 2004.

6 7. De Anza Hotel 8. San Pedro Square 9. Transit Mall 10. City Hall FIGURE B: LANDSCAPE UNIT 1 - VIEWS 7-10 Sources: William Kanemoto & Associates, 2004.

7 The visual quality of the existing streetscape in the Downtown is moderate to moderately high, and is planned for further upgrading under the City of San Jose s Downtown Streetscape Master Plan 6 (DSMP) to a moderately high level of visual and design quality throughout. The Downtown contains consistent street tree planting and lighting standards along the length of Santa Clara Street. Visual quality near the western proposed project terminus approaching the Vasona LRT Delmas Avenue Station and SR 87 is moderately high. Despite the dominant presence of the SR 87 overcrossing, extensive open space of the Guadalupe River Parkway and McEnery Park, and extensive street tree plantings on San Fernando Street contribute high degrees of vividness and intactness, offsetting the adverse effects of the roadway in the viewshed. The visual quality of the Almaden Boulevard viewshed is moderately high, characterized by a very wide landscaped center median that is dominated by a vivid stand of mature fan palms, enclosed by high-rise office towers with ample setbacks and abundant landscaping. The visual quality in the vicinity of the Transit Mall at 1 st Street and 2 nd Street is also moderately high, characterized by dense street tree plantings and extensive streetscape improvements such as paving, shelters, lighting, signage, and other amenities that create a high level of design unity and vividness. Sensitivity of viewers throughout Downtown is considered to be moderately high. The area experiences moderately heavy pedestrian and automobile use. The level of viewer sensitivity to visual change would also be expected to rise as both the numbers of viewers and their level of scenic expectations grow with the continuing implementation of the DSMP. Selected key viewpoints in the Downtown area include the location of the proposed Single Car LRT Station location at Almaden Boulevard (Key Viewpoint 1); and the intersection of 1 st Street and Santa Clara Street where the Downtown Transit Mall is currently located (Key Viewpoint 2). Landscape Unit 2: East Santa Clara Street and Alum Rock Avenue from 7 th Street to Capitol Avenue. Landscape Unit 2 comprises the larger portion of the Corridor, from 7 th Street eastward to Capitol Avenue (see Figure , Figure a, and Figure b). East of 7 th Street, the density of development decreases and structures within this area are primarily single story. Façade treatments and signage are highly varied, resulting in a more chaotic, less unified visual image. Land uses are also highly varied, and include residential, neighborhood commercial, older office, and light industrial uses, as well as various institutional uses including schools and a medical center. Accordingly, visual quality varies within this area, often on a block-to-block basis. Where open space or extensive mature landscaping prevails, such as at the Coyote Creek crossing, visual quality can be moderately high. Generally, street tree plantings found throughout the Corridor offset the visual heterogeneity of façades. Standard streetlights and banners, various façade improvement proposed projects, and other localized streetscape improvements, such as decorative pedestrian lighting between 26 th Street and 23 rd Street, also enhance intactness and unity of the streetscape. By contrast, in areas where older light industrial uses predominate, street tree plantings are still immature and inconspicuous. Where older strip commercial development with unscreened, un-landscaped off-street parking at the street front 6 City of San Jose Redevelopment Agency, Downtown Streetscape Master Plan, October Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

8 LEGEND C E D A R A L E X A N D E R 1 View Location 1 Orientation and Approximate Location of Key Viewpoint L A S P L U M A S S C H U L T E C H E C K E R S M C K E E M A T H E R Santa Clara-Alum Rock Corridor 20 Highway Street Not to Scale W E S T 2 7 T H 2 8 T H M E L O D Y K I N G M C K E E S T J A M E S T U R Q U E S A 17 A L U M R O C K A V E N U E 5 4 S U N S E T S A N A N T O N I O P A C K I N G S U M M E R D O B E R N L O M B A R D 2 1 S T 2 0 T H 2 6 T H 1 9 T H 1 8 T H 2 4 T H M C C R E E R Y T O N 1 6 T H D U F F Y 1 2 T H 1 1 T H T H T H 1 7 T H T H 1 6 T H 1 5 T H S A N F E R N A N D O 1 8 T H 1 9 T H 2 0 T H 2 1 S T 2 3 R D 2 2 N D P E A C H S P I R O B O N I T A 3 3 R D F I R E S T O N E 3 4 T H L A V O N N E M C C R E E R Y L I D O L Y O N S S U N S E T N A P L E S D I A N A D I A D E M M A B E L N E W T O N H O P K I N S G A I N E S V I L L E K A R L S I M O N E L B O U R N E H E R A L D FIGURE : LANDSCAPE UNIT 2 K N O M A R S H P A L M V I Sources: ESRI GIS Data, Highways, 1998; PBS&J, 2008.

9 11. 11th Street 12. San Jose Medical Center (vacant) /16th Street 13. Coyote Creek/Roosevelt Park th Street th Street/5 Wounds Church FIGURE A: LANDSCAPE UNIT 2 - VIEWS Not to Scale Source: William Kanemoto & Associates, 2004.

10 16. View Eastward to the Diablo/Hamilton Range 17. Mexican Heritage Plaza/King Road 18. North Jackson Avenue 19. I-680 Vicinity 20. Alexander Avenue/Muirfield Drive Calvary Cemetrary FIGURE B: LANDSCAPE UNIT 2 - VIEWS Not to Scale Source: William Kanemoto & Associates, 2004.

11 prevails, streetscape quality suffers and visual quality can be moderately low. The scenic quality of motorists views traveling eastward is enhanced by the increasing visual prominence of the scenic backdrop of the mountain slopes and ridgeline. Within this overall context of low-rise, predominantly commercial development, there are few unique areas with distinctive scenic character, including Roosevelt Park and Coyote Creek near 20 th Street. These areas are comprised of dense riparian forest canopy and adjoining open space and serve as a vivid, highly intact gateway into the Downtown area from the east. Additionally, the U.S. 101 and I- 680 crossings, which are primary gateways into the City and Downtown, are also characterized by substantial mature landscaping and the vivid community landmarks of Five Wounds Church and the Mexican Heritage Plaza. Overall, the visual quality of this landscape unit is moderate because it primarily contains isolated pockets of low to moderate quality views, and minimal areas of moderately high quality views as described above. The FHWA visual assessment manual cites the importance of considering local historic and cultural associations in evaluating likely viewer response to potential proposed project effects (FHWA, 1983). Several commercial nodes with strong community, historic, and cultural associations occur within this landscape unit, notably the Five Wounds Church and the Mexican Heritage Plaza, each representing vivid visual landmarks as well as points of community focus. These locations are regarded as having moderately high levels of viewer sensitivity. Selected key viewpoints within this landscape unit include: East Santa Clara Street, between 9 th and 10 th Streets (Key Viewpoint 3); the location of the proposed 28 th Street Station (Key Viewpoint 4); Alum Rock Avenue at Silver Creek, near Sunset Avenue (Key Viewpoint 5); and the location of the proposed Jackson Avenue Station at Alum Rock Avenue and Jackson Avenue (Key Viewpoint 6). Regulatory Setting Various local plans and policies apply to the proposed project and the visual resources in the Corridor. These plans and policies are described below. City of San Jose 2020 General Plan. The San Jose 2020 General Plan provides policies regarding urban design in the City, including applying strong architectural and site design controls on all types of development for the protection and development of neighborhood character and for the proper transition between areas with different types of land uses. The General Plan also has policies regarding the preservation of existing ordinance-sized and other significant trees as well as policies regarding pedestrian-friendly design features. Valley Transportation Plan The Valley Transportation Plan 2020 includes objectives for integrating transportation infrastructure with community land use. A key objective of this plan is to [d]esign and construct transportation facilities to enhance the aesthetic quality of the built environment. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

12 City of San Jose Downtown Streetscape Master Plan. The DSMP includes several streetscape design provisions, which would apply to the portion of the Corridor located within the Downtown area. Specific design provisions include planting of only London Plane trees on Santa Clara Street and planting of only Honey Locust or Washingtonia Mexican Fan Palm trees on Almaden Boulevard. The DSMP also includes provisions for design of lighting fixtures within the Corridor, specifically fixture types for different locations, appropriate light levels for various locations, and other design features for transit stops. Impact Assessment and Mitigation Measures Approach and Methodology The following methodology was used to evaluate the environmental impacts of the proposed project. Visual features of the Corridor are described and the resulting changes to landscape quality (vividness, intactness, unity) and character (visual contrast/dominance) are rated and considered together to arrive at an overall judgment of the degree (level of dominance) and type (adverse, beneficial) of resource change. This level of visual change is then considered in combination with the overall level of anticipated viewer response to arrive at the overall level of impact significance. In general, a dominant visual change to a high quality landscape in the presence of viewers with high levels of sensitivity and visual exposure is likely to result in an adverse effect. Also, if an increase in visual quality as a result of the proposed project results in an overall beneficial effect, the degrees of beneficial effect are not differentiated. In contrast, the level of potentially adverse effects is rated in order to determine their significance. If no change in overall visual quality is expected, this is not considered an adverse effect regardless of the degree of proposed project contrast/dominance. At the six key viewpoints identified in the setting discussion, 3-D visual simulations were prepared of the Phase 1 - BRT and Phase 2 Single Car LRT service by William Kanemoto & Associates and Poitra Visual Communications. For the Transit Mall and 28 th Street viewpoints, 3-D visual simulations of the BRT phase were also prepared. Simulations applied a moderately wide (approximately 54 degree) field of view suitable for capturing the existing streetscape without strong visual scale distortion. Accurately scaled 3-D computer models used to produce the simulations of the proposed stations were based upon design information developed by ROMA Design Group for stations in the Downtown area. Specific design details for stations outside of the Downtown were not known at the time of this study. However the Downtown station design was used to represent these stops in the 28 th Street simulation, since it is intended that the station components would be of a similar scale and character. Standards of Significance The proposed project may result in a significant impact on visual quality if the proposed project would: Have a substantial adverse effect on a scenic vista; Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

13 Substantially damage scenic resources including, but not limited to, trees, rock outcroppings, or historic buildings within a scenic highway; Substantially degrade the existing visual character or quality of the site and its surroundings; or Create a new source of substantial light or glare that would adversely affect day or nighttime views in the area, pose a hazard or nuisance, or interfere with nearby land uses. Environmental Analysis In order to determine visual quality impacts due to construction and operation of the proposed project, a level of significance is determined and reported in the impact statement. Conclusions of significance are defined as follows: significant (S), potentially significant (PS), less than significant (LTS), no impact (NI), and beneficial (B). If the mitigation measures would not diminish potentially significant or significant impacts to a less-than-significant level, the impacts are classified as significant and unavoidable (SU). For this section, VQ refers to Visual Quality. For the purposes of this analysis, the proposed project includes the implementation of BRT and Single Car LRT in the Santa Clara-Alum Rock Corridor in two phases. Phase 1 includes the implementation of BRT service and Phase 2 includes the implementation of Single Car LRT service. Potential visual quality impacts associated with Phase 1 and Phase 2 of the proposed project, including proposed project options, would be largely similar. Therefore, the analyses for the two proposed project phases are discussed together. Areas in which the effects of the two phases differ are detailed within the discussion of each significance threshold. Potential impacts associated with the extension of transit services in the Capitol Expressway Corridor were analyzed in the Capitol Expressway Light Rail Final Supplemental Environmental Impact Report (FSEIR) dated January 2007, which is incorporated herein by reference. Potential impacts of the proposed project not analyzed in the Capitol Expressway Light Rail FSEIR are described below, as necessary. VQ-1 The proposed project would not damage any scenic resources within a State scenic highway. (NI) There are no designated or eligible State scenic highways in the vicinity of the Santa Clara- Alum Rock Corridor. Both U.S. 101 and I-680 are designated Urban Throughways under the San Jose s General Plan. The proposed project features of both the BRT and the Single Car LRT phases of the proposed project would be either not visible or visible to a minimal degree from these highways, and no adverse impacts are anticipated. Therefore, the proposed project would have no impact on scenic resources with respect to a designated State scenic highway. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

14 VQ-2. The proposed project could substantially degrade the existing visual character or quality of the Santa Clara-Alum Rock Corridor or its surroundings. (PS) This discussion is organized by landscape unit and key viewpoint as described above. Landscape Unit 1, Key Viewpoint 1. The Almaden Boulevard Station, to be constructed as part of Phase 2, would be a center platform station for both eastbound and westbound LRT trains, located in the median of Almaden Boulevard north of Post Street. Passenger access would be provided by a pedestrian crosswalk, and the Almaden Boulevard/Post Street intersection would be signalized. The Almaden Boulevard Station would require removal of existing palm trees and other nearby landscaping in the Almaden Boulevard center median. Construction of the proposed station platform and shelter design would enhance the vividness and intactness of the visual setting in this area through the introduction of well-designed streetscape elements such as station shelters, street furniture, and other amenities that would also be consistent with the DSMP. Figure depicts the existing and simulated view toward the proposed Single Car LRT station at Almaden Boulevard. The proposed station would result in the removal of the existing stand of mature fan palms and the replacement of the current lawn and open space with the station platform, railbeds, and overhead contact system (OCS) poles and wires. The overall footprint of the wide existing center median would remain unchanged. In addition, a number of existing palm trees and an adjacent public sculpture occupying the center median near the intersection with West Santa Clara Street would remain. The proposed station platform and shelter design would not be out of character in this environment, creating a subordinate level of contrast with the street setting and enhancing streetscape vividness and unity. The principal anticipated visual effects would result from removal of the existing row of palm trees in the center median and the introduction of new OCS poles and wires into the right-of-way in place of the palm trees. Removal of the palm trees and introduction of OCS poles and wiring could represent a substantial change within the existing, moderately high visual quality setting. However, of the original 34 palm trees planted in the median, 11 have succumbed to disease to date and have been removed by the City of San Jose. The City does not plan to replace these removed trees. The health of the remaining palm trees has been questioned and it is likely that these palms also would not be replaced if removal was required in the future. Therefore, removal of the palm trees would not be considered an adverse change to the area. The introduction of OCS poles at this location, which is characterized as having moderately high visual quality, could result in a potentially significant impact of the proposed project under Phase 2. Differences in visual effects as a consequence of striping options under consideration for the transition between Almaden Station and Santa Clara Street would not result in new or different impacts than described above. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

15 Existing Conditions With Single Car LRT FIGURE : KEY VIEWPOINT 1: ALMADEN BOULEVARD LOOKING NORTH PHASE 2, SINGLE CAR LRT Source: William Kanemoto & Associates, 2004.

16 MITIGATION MEASURE. Mitigation Measure VQ-2.1 would reduce impacts on Key Viewpoint 1 to a less-than-significant level. (LTS) VQ-2.1 Plant Trees in Vicinity of Almaden Boulevard Station. New street trees shall be planted at the sidewalks on either side of Almaden Boulevard to off-set the loss of palm trees, the introduction of the OCS poles, and the resulting change in visual quality of the Almaden Boulevard viewshed. VTA shall coordinate with City Planning and Redevelopment Agency staff to consider an optimal boulevard landscape treatment. In particular, double curbside plantings shall be considered similar to existing sidewalk plantings on the east side of Almaden Boulevard between Post Street and West Santa Clara Street. Landscape Unit 1, Key Viewpoint 2. With implementation of the proposed project there would be two combined bus and LRT stations located at the Transit Mall Station between 1 st Street and 2 nd Street and the 6 th Street/City Hall Station. Figure a and Figure b depict the existing key viewpoint towards the Transit Mall. Construction of the Transit Mall Station would result in the widening of the existing curb and the narrowing of the existing roadway for the entire distance between 1 st Street and 2 nd Street (275 feet overall length). Construction of this station would also add a landscaped center median with street trees between 1 st Street and 2 nd Street. Construction of the 6 th Street/City Hall Station platform would result in a 160-foot-long bulb-out extending approximately 9 feet into the existing roadway on either side of East Santa Clara Street west of 6 th Street. Under the BRT Station Option 1, the eastbound bulb-out platform would be located west of 7 th Street. Unlike the Transit Mall Station, the 6 th Street/City Hall Station would not include a new center landscaped median. Figure a depicts the simulated view of the proposed Transit Mall Station, as it would appear with implementation of BRT. During Phase 1, the proposed platform and associated streetscape elements at the Transit Mall would not be out of character with the existing visual setting; rather, it would mirror the existing streetscape elements including the custom downtown shelter design, light poles and banners, benches, trash receptacles, and other street furniture in accordance with local design guidelines. Construction of the platform would require the removal of two or more large, mature street trees at each platform, resulting in a temporary adverse effect. However, these trees would be replaced with similar tree types that would be incorporated in the platform design, as depicted in Figure a, and the residual effects from tree replacement would not be noticeable in the long term (approximately 8 to 10 years). Similarly, the proposed platform locations west of 6 th Street (6 th Street/City Hall Station) would occupy the corner nearest the Civic Center tower building rather than the 4 th Street or 5 th Street plaza/open space and would thus have a minimal effect on the public open spaces of the Civic Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

17 Existing Conditions With BRT Source: FIGURE A: KEY VIEWPOINT 2: TRANSIT MALL LOOKING NORTHEAST PHASE 1, BRT Source: William Kanemoto & Associates, 2004.

18 Existing Conditions With Single Car LRT Source: William Kanemoto & Associates, FIGURE B: KEY VIEWPOINT 2: TRANSIT MALL LOOKING NORTHEAST PHASE 2, SINGLE CAR LRT Source: William Kanemoto & Associates, Not to

19 Center. Overall, the impact of the proposed stations would be beneficial by furthering implementation of objectives of the DSMP and enhancing the design quality of the Santa Clara Street streetscape through introduction of upgraded fixtures. Figure b depicts the simulated view of Transit Mall Station 1 st Street and 2 nd Street, as it would appear with implementation of Phase 2 - Single Car LRT. With Phase 2, the Transit Mall Station platform, shelter, and furnishings would be essentially identical to the BRT phase, except that the platforms would be 14 inches in height in the LRT loading section, rather than 6 inches as with BRT. In addition to the station itself, the proposed side-running single-wire, combination streetlight/ocs poles with banners would be consistent with the design character of the Transit Mall, where identical poles have been introduced. Additionally, similar to the existing visual setting at the Transit Mall, the single-wire decorative streetlight/banner/ocs combination system, together with frequent interspersed street trees, would be unobtrusive and have a neutral or beneficial impact on the streetscape. The above discussion would apply equally to the proposed 6 th Street/City Hall Station. Overall, the impact of the proposed station would be beneficial by furthering implementation of objectives of the DSMP and enhancing the design quality of the Santa Clara Street streetscape through introduction of upgraded fixtures. Landscape Unit 2, Key Viewpoints 3 and 4. Figure a and Figure b depict the existing key viewpoint of East Santa Clara Street, between 9 th Street and 10 th Street. As shown in Figure a under the BRT phase, no changes to the existing roadway or streetscape are proposed. Figure b shows that with the Single Car LRT during Phase 2, the principal anticipated visual changes would be the introduction of new OCS poles and wires into the sidewalk. Neither phase of the proposed project proposes a station at this location. As a result, no significant changes would occur at Key Viewpoint 3. Figure a and Figure b depict the existing Key Viewpoint 4, towards the intersection of 28 th Street and East Santa Clara Street. As shown in Figure a and Figure b, the proposed 28 th Street Station, under each phase, would be similar to those in the Downtown area, in terms of size and scale. However, the specific detailed design of bus shelters and other associated streetscape elements are not known at this time. All stations would be constructed at-grade and existing bus stops currently located in the vicinity of the proposed stations would be relocated to the station platforms. The typical station platform would be 75 feet in length for stations within the median of Alum Rock Avenue, and 160 feet in length for stations along the shared right-of-way on East Santa Clara Street. Figure a depicts the simulated view of BRT at the intersection of 28 th Street and East Santa Clara Street. Although not shown in the simulation, a similar station structure would be constructed on the north side of Alum Rock Avenue, adjacent to Five Wounds Church. As shown in the simulation, construction of the new station at this location would result in widening of the existing curb and narrowing of the existing roadway. The introduction of the proposed bulb-outs and platforms would be consistent with the existing commercial and public streetscape. The bulb-outs and platforms could also enhance the streetscape by reducing the Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

20 Existing With BRT FIGURE A: KEY VIEWPOINT 3: EAST SANTA CLARA STREET, BETWEEN 9TH AND 10TH STREETS LOOKING EAST PHASE 1, BRT Source: Poitra Visual Communications, 2007.

21 Existing With Single Car LRT FIGURE B: KEY VIEWPOINT 3: EAST SANTA CLARA STREET, BETWEEN 9TH AND 10TH STREETS LOOKING EAST PHASE 1, SINGLE CAR LRT Source: Poitra Visual Communications, 2007.

22 Existing With BRT FIGURE A: KEY VIEWPOINT 4: EAST SANTA CLARA STREET, NEAR 28TH STREET LOOKING EAST PHASE 1, BRT Source: Poitra Visual Communications, 2007.

23 Existing With Single Car LRT FIGURE B: KEY VIEWPOINT 4: EAST SANTA CLARA STREET, NEAR 28TH STREET LOOKING EAST PHASE 2, SINGLE CAR LRT Source: Poitra Visual Communications, 2007.

24 scale of the roadway and increasing pedestrian space, in addition to introducing new, welldesigned streetscape elements. Similarly, all proposed stations would occupy a widened bulbout area at the intersection where street parking lanes currently exist, and would not encroach upon existing pedestrian areas. A pedestrian through zone would be maintained behind all siderunning station locations under the BRT phase as a result of the overall station design. Proposed station platforms with relatively low height would not require walls, railings, or other barriers on the pedestrian/sidewalk side, and the overall bulk of proposed shelters would be small, maintaining visual access to storefronts and signage and Five Wounds Church from the street. However, construction of the bulb-out and platform would require removal of existing street trees. These trees would be replaced with similar tree types that would be incorporated into the platform design, and the residual effects from tree replacement would not be noticeable in the long term (approximately 8 to 10 years). As described above, the specific shelter canopy design for platforms at stations within Landscape Unit 2 (outside the Downtown area) is not yet known. Although the overall design of the stations accounts for maintenance of the pedestrian viewers visual quality, construction of the shelter canopy elements without consideration of design requirements could lead to a potentially significant impact on the overall visual quality within this portion of the Corridor. With the implementation of Single Car LRT service, side-running stations would be constructed at 16 th Street and 28 th Street; and center-median stations would be constructed at King Road and Jackson Avenue. The King Road and Jackson Avenue Stations would be constructed in a split station configuration with two separate platforms one on either side of the intersection, with the eastbound platforms located east of the intersection and the westbound platform located west of the intersection. The typical side-running LRT platform for the Single Car LRT stations would be 230 feet in length to accommodate buses and LRT vehicles; within the semi-exclusive median-running operation, the typical platform length for the stations would be 90 feet. Construction of the proposed stations would result in the same impacts to visual quality as those described above for BRT. However, additional effects would also occur under with implementation of Single Car LRT service. Specifically, the shared curb lane and LRT rail bed would consist of visually contrasting concrete rather than the existing asphalt material. These visual contrasts, however, would not constitute a substantial change from the existing character of the roadway since the general contrast of the roadway would still exist within the Corridor, as shown in Figure b. Implementation of Single Car LRT service would also introduce a combination of streetlights and OCS poles with multiple wires. However, since East Santa Clara Street is a major arterial, the addition of these new facilities would not be visually inconsistent with the surrounding existing urban environment. MITIGATION MEASURES. The following mitigation measures would reduce impacts on the overall visual quality due to new stations and facilities at Key Viewpoints 3 and 4 to a lessthan-significant level. (LTS) Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

25 VQ-2.2 VQ-2.3 Design Custom Station Shelter/Canopy. A custom station shelter/canopy design shall be developed for BRT and LRT stations constructed outside of the Downtown area within the Santa Clara-Alum Rock Corridor. Overall shelter size shall be relatively small and designed to minimize obstruction of views to storefronts. Tall opaque walls or railings that would block such views from the street shall be avoided in the platform design. Standard station furnishings, including street furniture, lighting, trash receptacles, ticket machines, etc. shall be established for the stations from 7 th Street to Capitol Avenue to ensure high design quality, visual consistency, and a recognizable system identity for the Corridor. Implement Public Involvement Program for Final Station Design. VTA shall implement a public involvement program to incorporate local input into the final design of stations and associated accoutrements. VTA shall consider incorporation of additional design features into the station platforms in coordination with objectives in the Gateway East Neighborhood Improvement Plan, 7 such as improved pedestrian lighting; enhanced crosswalks, including crosswalks of special paving; and other applications of special paving in the platform vicinity. Landscape Unit 2, Key Viewpoints 5 and 6. Figure a and Figure b depict the existing and proposed Key Viewpoint 5 of Alum Rock Avenue, near Sunset Avenue and Silver Creek. As shown in the figures, both BRT and Single Car LRT service would change the visual setting of the area by adding a center-running median along Alum Rock Avenue. The addition of this median would be typical of the proposed project along Alum Rock Avenue east of 34 th Avenue and King Road where no stations are proposed. Figures a and Figures b depict the existing Key Viewpoint 6 of Alum Rock Avenue at Jackson Road. Figure b shows the typical Single Car LRT at Jackson Road, where the LRT alignment would employ a center-running configuration. (The BRT stations would remain essentially similar throughout the East Santa Clara-Alum Rock Avenue segments as depicted in their typical condition under Key Viewpoint 4.) Center-running LRT stations are proposed at King Road and North Jackson Avenue. The design and configuration of center median stations in the segment from King Road to Capitol Avenue is not yet known. Therefore, these stations have not been represented in simulations. However, in relation to general character and effect on the streetscape, the effects of both the split platform and single platform center-median configuration would be similar to the side-running station platforms. That is, they would be similar in scale, and would share the same streetscape elements, including consistent shelter and street furniture design. Unlike the side-running stations, the center-running stations would not require removal of existing street trees. Since these stations would be located within the roadway, separated from the sidewalks by an automobile travel lane, they would be even less likely to interfere with the pedestrian movement or pedestrian viewer s legibility of signs and storefronts. Overall, construction of the center-median stations themselves would not result in an adverse impact to the visual quality of the streetscape. 7 Gateway East Neighborhood Improvement Plan, City of San Jose, Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

26 Existing With BRT FIGURE A: KEY VIEWPOINT 5: ALUM ROCK AVENUE, NEAR SUNSET AVENUE LOOKING NORTHEAST PHASE 1, BRT Source: Poitra Visual Communications, 2007.

27 Existing With Single Car LRT FIGURE B: KEY VIEWPOINT 5: ALUM ROCK AVENUE, NEAR SUNSET AVENUE LOOKING NORTHEAST PHASE 2, SINGLE CAR LRT Source: Poitra Visual Communications, 2007.

28 Existing With BRT FIGURE A: KEY VIEWPOINT 6: ALUM ROCK AVENUE, NEAR JACKSON AVENUE LOOKING NORTH, PHASE 1, BRT Source: Poitra Visual Communications, 2007.

29 Existing With Single Car LRT FIGURE B: KEY VIEWPOINT 6: ALUM ROCK AVENUE, NEAR JACKSON AVENUE LOOKING NORTH PHASE 2, SINGLE CAR LRT Source: Poitra Visual Communications, 2007.

30 As in the case of Key Viewpoint 4, multiple-wire OCS poles similar to those used in siderunning segments shall be used in center-running segments of the alignment. Similar to East Santa Clara Street, Alum Rock Avenue is a major arterial. The installation of the OCS in this segment would not be visually inconsistent with the surrounding urban environment and would result in a less-than-significant impact. VQ-3. The proposed project would create a new source of substantial light or glare that would adversely affect day or nighttime views in the area, pose a hazard or nuisance, or interfere with nearby land uses. (PS) Both the BRT and the Single Car LRT phases of the proposed project would require lighting of stations throughout the night. The light and glare from the stations could create adverse night lighting effects on neighboring residences or other sensitive receptors, which would be a potentially significant impact. MITIGATION MEASURE. Mitigation Measure VQ-3.1 would reduce night lighting impacts to a less-than-significant level. (LTS) VQ-3.1 Design Lighting to Avoid Illumination Beyond the Sidewalk. All night lighting, except pedestrian lighting, shall employ downward directed full-cutoff luminaries, designed and adjusted to restrict all direct lighting to within the boundaries of the proposed project facility. Where pedestrian lighting is incorporated specifically to provide illumination outside of the proposed project boundary, direct lighting shall not extend beyond the sidewalk. Luminaries shall be directed towards the new facilities and away from nearby residences or other sensitive receptors. Night lighting of facilities within the proposed project corridor shall be the minimum allowable consistent with VTA s standards for safety. Only color-corrected lowpressure and high-pressure sodium fixtures shall be used. VQ-4. The proposed project would not substantially alter existing views of scenic vistas or resources. (LTS) As described above, no designated scenic vistas occur in the Corridor. However, existing views of the mountains to both the east and west are a valuable feature of the proposed project Corridor and valley landscapes. Views of these mountains would not be noticeably affected with implementation of the proposed project BRT service, as proposed stations would not be constructed at a height that could obstruct the existing views. With implementation of Single Car LRT service, views of the Diablo Range in the eastern portions of the Corridor would be affected by the OCS power poles and lines that would be located in the center of the roadway, as depicted in Figure However, views of these facilities would primarily interfere with existing views of the Diablo Range as seen by Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

31 Existing With Single Car LRT FIGURE : ALUM ROCK AVENUE NEAR SUNSET AVENUE LOOKING EAST PHASE 1, SINGLE CAR LRT Source: William Kanemoto & Associates, 2004.

32 eastbound motorists in the center travel lane. Existing motorists views of the Diablo Range are typically fleeting and not concentrated. Therefore, the anticipated level of view blockage would result in a less-than-significant impact on scenic resources. VQ-5. Widening of the Coyote Creek Bridge under the Single Car LRT service would damage or remove an important aesthetic feature. (S) Under the Single Car LRT phase of the proposed project, the existing bridge crossing over Coyote Creek at 17 th Street would be widened by approximately 40 feet. Widening the bridge structure would require removal of some riparian habitat, including existing trees, in the creekbed, which is located in a moderately high visual quality setting. The change in visual quality as a result of the anticipated tree removal would be minor since the riparian habitat would be replaced according to Mitigation Measure BIO-5.1 and long term, noticeable changes to the visual quality not would occur. Bridge widening would also require the removal of existing decorative tile mosaics (see Figure ) designed and placed on the bridge by the local community, resulting in a significant impact. Figure Existing Coyote Creek Bridge Mosaics MITIGATION MEASURE. The following mitigation measure would reduce aesthetic impacts due to replacement and widening of the Coyote Creek Bridge to a less-than-significant level. (LTS) VQ-5.1 Preserve and Incorporate Tile Mosaics in Widened Bridge. The widened bridge shall relocate and incorporate the tile mosaics of the existing bridge so as to remain visually accessible to pedestrians and bicyclists crossing the new bridge. Santa Clara-Alum Rock Transit Improvement Proposed Project Final EIR Visual Quality P:\Projects - WP Only\ to \ VTA Santa Clara Alum Rock\FEIR\FEIR II\Volume 2 FEIR\3.17 Visual Quality.doc

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