4.2 Aesthetics and Visual Quality

Transcription

1 This section describes the environmental and regulatory setting for aesthetics and visual quality related to the Project, the impacts that may result, and feasible and appropriate mitigation measures that would be required to reduce these impacts. Aesthetic and visual quality information in this section is based on the Visual Resources Technical Evaluation prepared for the Project, which is located in Appendix H Regulatory Setting The following state, regional, and local regulations, programs, plans, and policies are relevant to the Project. For a detailed discussion of the regulatory setting, refer to Appendix E. California Scenic Highway Program Santa Clara Valley Transportation Authority s (VTA) 2009 Bus Rapid Transit Strategic Plan VTA s Valley Transportation Plan 2035 Santa Clara County General Plan Grand Boulevard Initiative City of San José s Envision San José 2040 General Plan City of San Jose s The Alameda: A Plan for The Beautiful Way City of Santa Clara General Plan Sunnyvale General Plan Mountain View 2030 General Plan City of Mountain View s San Antonio Center Precise Plan Los Altos General Plan City of Los Altos Sherwood Gateway Specific Plan Palo Alto Comprehensive Plan City of Palo Alto s El Camino Real Master Planning Study Environmental Setting/Affected Environment Regional and Local Landscape Context Figure shows the Project location within its regional landscape context, the southern San Francisco Bay Area. The average elevation of the Project corridor is approximately 88 feet above mean sea level, and the topography of the area is relatively flat to low rolling hills. To the west lie the Santa Cruz Mountains, a part of the Coast Ranges, with peaks rising to over 3,000 feet. To the east, as close as 6 miles away, lies the Diablo Range with nearby peaks rising to over 4,000 feet. On clear days, both mountain ranges are visible from some locations along the Project corridor. The Project corridor lies within a developed, urbanized portion of the Bay Area known as Silicon Valley, a geographic area composed of the northern Santa Clara Valley and southern San Francisco Peninsula. The Project corridor, also known as State Route (SR) 82, is a 4.2-1

2 major arterial in the area that runs parallel to the freeways through some of the most densely developed portions of Santa Clara County and the Peninsula. The Project corridor is generally automobile-oriented with established commercial centers and a variety of land uses, including small scale retail stores, regional shopping centers, civic facilities, residential and office developments, and intermittent vacant lots. For the most part, adjacent buildings are 1- and 2-stories and set back from the street with parking lots located along street frontage in many areas. This existing development and landscape pattern reflects a moderate level of visual intactness and unity. In some locations, including where the Project corridor intersects major cross streets, development includes multi-story buildings with narrow setbacks. Sidewalks and roadway center medians are generally continuous along the entire corridor. Landscaping, including median trees and street trees along sidewalks, is intermittent Project Viewshed A project viewshed is defined as the general area from which a project is visible. For purposes of describing a project s visual setting and assessing potential visual impacts, the viewshed can be broken down into three distance zones: foreground, middleground, and background. The foreground is defined as the zone within 0.25 to 0.5 mile of the viewer. Landscape detail is most noticeable and objects generally appear most prominent when seen in the foreground. The middleground is a zone that extends from the foreground up to 3 to 5 miles from the viewer, and the background extends from approximately 3 to 5 miles away to infinity (Smardon et al. 1986). For the purpose of this analysis, the potential effects on foreground viewshed conditions are emphasized, particularly those areas within 0.25 mile of the Project corridor. As a result of flat topography, existing structures and vegetation along the Project corridor, the Project viewshed consists primarily of a limited area located along Project corridor Landscape Units and Representative Views The Project corridor s foreground viewshed has been divided into four distinct sub-areas, or landscape units, for purposes of documentation and description. The landscape units represent a particular roadway segment, such as The Alameda, or a sub-area that generally displays similar visual characteristics such as the presence or absence of relatively continuous street trees or landscaping, or a relatively consistent development pattern in terms of building height and setback, or a predominance of surface parking areas. Table provides a description of each landscape unit (refer to Figure for the location of landscape units and the Visual Resources Technical Evaluation in Appendix H for existing photograph views), including its approximate length, the primary affected viewers, and reference to a corresponding visual simulation (refer to Figures through for visual simulations of selected viewpoints). A detailed description of the landscape units and existing views is available in the Visual Resources Technical Evaluation

3 M A R I N Berkeley 24 Walnut Creek Pacific Ocean San Francisco S A N F R A NCI S C O C O U N T Y 80 Oakland Alameda Legend Project Corridor Miles Daly City San Leandro C O N T R A C O S T A C O U N T Y San Francisco Bay 580 Hayward 92 San Mateo A L A M E D A C O U N T Y Redwood City 84 Fremont Diablo Range S A N M A T E O C O U N T Y Palo Alto Los Altos 101 Mountain View Graphics ( ) San Francisco 1 Sacramento Monterey CALIFORNIA Source: Map Source: Environmental ESRI, 2013 Vision. Base map: ESRI Project Location Los Angeles Santa Cruz Mountains S A N T A C R U Z C O U N T Y Sunnyvale S A N T A C L A R A C O U N T Y Santa Clara 280 San Jose é Figure Regional Context

4 Em ca b ar der or gon E xp wy Milpitas o Re A n to ni o Rd Alm a St al 880 S an Rd mi n Mill El C a California Arastradero Mountain View E Middlefield Rd Sunnyvale St Blvd Expy C as t r o S Sho Centra l El C am ot le hi l Los Altos i n o Re al Bernardo Santa Clara Hollenbeck 87 San José Santa Clara Transit Center e rs Av Fo 280 n Ave Bowe Castro 101 St W Evely Lafayette Ar a s t Showers reline r ad er o Rd Pag e Stanford University 680 Palo Alto O re 82 Landscape Unit 1: The Alameda Landscape Unit 2: Santa Clara d Stierlin R Palm Dr Palo Alto Transit Center (existing) Landscape Unit 3: Sunnyvale/Mountain View/ Los Altos S Mar y Ave y Av e rsit Uni ve Landscape Unitd 4: Palo Alto y xp 82 The Alam e da as Expy Tom Taylor/ Naglee Ave San ce Expy Rd d stead R E Ho m e Scott o Real El Camin d Kiely Blv Lawren S Wolfe vale Rd ck Ave a Sunny Hollenbe Saratog r Rd Wolfe Kiely toga Flora Vista S ar a S Springe Los Altos Hills Fair Oaks W S an C C Stevens Arena T h e da Alame Race/ Julian (Santa Clara Alum Rock (SCAR) BRT Project) San José Diridon Station arlos St d reek Blv Cupertino Graphics ( ) Legend BRT Station (by El Camino Real BRT Project) Simulation Location and Direction: BRT Station (by Other Projects) Taylor/Naglee: Refer to Figure 4.2-3, Taylor/Naglee Curbside Bulbout Station Scott: Refer to Figure 4.2-4a, Scott Curbside Bulbout Station and Figure 4.2-4b, Scott Median Station Hollenbeck: Refer to Figure 4.2-5a, Hollenbeck Curbside Bulbout Station and Figure 4.2-5b, Hollenbeck Median Station b, Castro Median Station Castro: Refer to Figure 4.2-6a, Castro Curbside Bulbout Station and Figure Showers: Refer to Figure 4.2-7a, Showers Curbside Bulbout Station and Figure 4.2-7b, Showers Median Station California: Refer to Figure 4.2-8a, California Curbside Bulbout Station and Figure 4.2-8b, California Median Station Other Transit Station Project Corridor Caltrain Corridor Capitol Corridor ga Sarato 0 bell 1 Camp 2 3 Miles Map sources: Roads: U.S. Census Bureau Tiger Line data, Citiy limits: Parsons Transit routes: VTA Bus & Rail Map, January Figure Landscape Units and Simulation Viewpoint Locations

5 Existing View from The Alameda at Taylor Street/Naglee Avenue looking northwest (VP 4) Existing View from The Alameda at Taylor Street/Naglee Avenue looking southwest (VP 4) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 2 through 4c (VP 4) Visual Simulation of Proposed Project - Alternatives 2 through 4c (VP 4) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure Existing View and Visual Simulation of Taylor/Naglee Curbside Bulbout Station

6 Table Summary of Landscape Units Landscape Unit 1: The Alameda, San José Length (approximate) Primary Affected Viewers 2.2 miles Motorists and transit riders Pedestrians Limited number of Residents 2: Santa Clara 4.4 miles Motorists and transit riders Pedestrians Recreationalists (limited) 3: Sunnyvale/Mountain View/Los Altos 7.2 miles Motorists and transit riders Pedestrians Limited number of Residents 4: Palo Alto 3.6 miles Motorists and transit riders Pedestrians Residents Recreationalists Cyclists Visual Simulations Figure Figures 4.2-4a and 4.2-4b Figures 4.2-5a, 4.2-5b, 4.2-6a, 4.2-6b, 4.2-7a, and 4.2-7b Figures 4.2-8a and 4.2-8b Note: Refer to Section , Potentially Affected Viewers, for discussion of potentially affected viewers and to the Visual Resources Technical Evaluation in Appendix H for representative photographs of the Project corridor. Landscape Unit 1: The Alameda Beginning at the Arena in San José, this landscape unit extends along The Alameda approximately 2.2 miles west to El Camino Real, ending just west of I-880 (refer to Visual Resources Technical Evaluation in Appendix H for representative photographs of this landscape unit). Visual character typical within this landscape unit ranges from modern multi-story institutional development near the Arena to smaller scale commercial and residential buildings with street parking and a tree lined roadway. The Alameda is four lanes with street parking, dedicated left-turn lanes, mature street trees, and a paved (unplanted) median. In some locations, retail buildings are located immediately adjacent to sidewalks. Elsewhere, residential and office buildings are set back from the street and separated from the sidewalk by landscaped areas. Recent streetscape improvements on The Alameda provided as part of The Alameda: The Beautiful Way improvement project include widened medians, curb extensions, and landscaping. In this landscape unit, the proposed Race/Julian bus rapid transit (BRT) Station location, which includes historic-style post street lamps and large trees, gives an impression of an early twentieth century downtown. Views toward the roadway from adjacent residences and businesses located within this landscape unit are generally partially screened by mature trees and landscaping. Views from residential areas beyond the roadway corridor are buffered by buildings and mature landscaping. Landscape Unit 2: Santa Clara Approximately 4.4 miles long, this landscape unit begins where the Project corridor briefly turns north to become El Camino Real. It marks the corridor s transition to a six-lane roadway 4.2-3

7 with a partially paved median and turn lanes (refer to the Visual Resources Technical Evaluation in Appendix H for representative photographs of this landscape unit). Compared with Landscape Unit 1, the visual character of this landscape unit is predominately open roadway edges as the route transitions to a lower density developed commercial and institutional corridor with buildings that are typically set back from the street and interspersed with off-street parking. Street trees as well as median planting are intermittent; however in many portions of this landscape unit, roadway landscaping is nonexistent. For approximately the first 0.5 mile of this landscape unit, the Project corridor is adjacent to Santa Clara University (SCU). Open, turf-covered sports fields and campus parking lots are situated along the south and part of the north sides of the El Camino Real. In particular, there is a tree-lined section of El Camino Real with a landscaped median at SCU. Median and street tree planting is mature and relatively dense in this location. Also in this landscape unit is the Santa Clara Transit Center parking lot, Caltrain depot building, and 3-story Santa Clara Police Department building. A median with shrubs is visible beyond the intersection, while trees are visible along the north side of the roadway, and an open lawn fronts the south side at the entry to SCU. Most of the street edge is open, with minimal median planting and few street trees. In this portion of the landscape unit, there are scattered median plantings, including clusters of small olive trees. There are open views toward automobileoriented commercial signs and a glimpse of the Santa Cruz Mountains in the background. In contrast with the area along The Alameda in San José, the visual character of this portion of the Project corridor is dominated by open views of commercial signs oriented to passing motorists, overhead lighting, and traffic signals, along with glimpses of distant hills. Views in this landscape unit include bus shelters, fast food restaurants, gas service stations, strip commercial development, and parking lots. Because there is no median planting and only intermittent mature street trees, unobstructed views of adjacent commercial buildings dominate the landscape. Near the Kiely Station, low-rise retail development is set back from the street by parking lots, which are partially screened by landscaped berms. Tree planting is intermittent. At the existing Flora Vista bus stop, the visual character transitions, with more street and median trees appearing at street intersections than in the sparsely landscaped stretches of the Project corridor located farther east. Landscape Unit 3: Sunnyvale, Mountain View, and Los Altos Landscape Unit 3 extends 7.2 miles from edge of the City of Santa Clara through the cities of Sunnyvale, Mountain View and Los Altos (refer to the Visual Resources Technical Evaluation in Appendix H). Visual character in this landscape unit generally includes more uniformly planted medians and roadway edges with mature trees in some locations. Development adjacent to the street is a mixture of newer 1- and 2-story buildings set back from the roadway by parking lots. Other development adjacent to the streets consists of individual or small clusters of 4.2-4

8 taller commercial buildings near the roadway intersections, with associated parking lots and pedestrian plazas, the latter being more noticeable in the western portions of Mountain View and Los Altos. Throughout this landscape unit, off-street paved areas tend to be more consistently interspersed with landscaping, particularly at the sidewalk edge, than in Landscape Unit 2. Near the Wolfe Station location is Butcher Ranch, a remnant commercial orchard, with visible mature trees and lawns fronting the street. On the other side of the street, landscaped berms partially screen parking areas and a single-story strip commercial building. Mature conifers are planted in the median. Near the Fair Oaks BRT Station, parking lots and automobile-oriented businesses dominate the streetscape. Commercial signs, overhead lighting and building facades, though visible, are partially screened by mature trees in the median, along the street edge, and in landscaped parking lots. These landscape and visual characteristics become increasingly evident in the vicinity of the proposed Hollenbeck BRT station. Existing bus shelters can be seen on either side of the road. At this location, the Project corridor continues as a six-lane roadway. Mature street and median trees and other landscaping along the sidewalk frame and unify roadway views, thus reducing the dominance of paving, street lights, signage, and other built roadway elements. Near the Bernardo BRT Station, automobile-oriented businesses, including a car dealership and franchise restaurants, are visible with landscaped parking lots adjoining the street. While in the distance mature trees line the roadway, closer to the intersection the median is paved, and overhead light fixtures are prominent visual elements. From El Camino Real at Castro Street, there are two- and 4-story buildings lining the sidewalk with open, landscaped plazas on three of the corners. In addition, landscaped parking lots front commercial buildings, and, similar to other locations in this landscape unit, mature street and median trees dominate views of the skyline. Other views include a grocery store that is set back from the sidewalk by a landscaped parking lot. In this area, El Camino Real forms the border between cities, with Los Altos on the left (south) side of the street and Mountain View on the right (north). In this area the streetscape character reflects different landscape treatment on opposite sides of the roadway. Landscape Unit 4: Palo Alto Beginning at the Los Altos/Palo Alto border and extending 3.6 miles west to the Palo Alto Transit Center, this portion of the Project corridor is characterized by consistent tree planting on both sides of the roadway (refer to the Visual Resources Technical Evaluation in Appendix H). There are both paved and planted medians, and buildings are generally set closer to the street and sidewalk than in Landscape Units 2 and 3. As in the area around SCU in Landscape Unit 2, multi-unit residential development faces the roadway in the vicinity of Stanford University, whose facilities border the west side of the street in the western-most mile of this unit. In this 4.2-5

9 area, the university campus influence is evident in the character of the surrounding commercial streetscapes. Automobile-oriented commercial development with adjacent parking lots is visible in this landscape unit. Partially visible, behind a row of uniform, semi-mature street trees, 2- and 3- story residential development lines the left (north) side of the street, with minimal sidewalk setback. In the distance, mature street and median trees dominate views. The California BRT station area is characterized by 1- to 4-story buildings set close to the street and screened by uniform stands of medium-sized street trees. These features contribute to a more pedestrian-oriented streetscape appearance than in much of the Project corridor between San José and this location. From Park Boulevard to University Avenue, the Project corridor is bordered on the west side by the Stanford University Campus, including sports fields and an arboretum. At this location, the park-like vegetation of the arboretum borders the west side of the street and the median has mature trees. The Project corridor terminates at the existing Palo Alto Transit Center in downtown Palo Alto. El Camino Real traffic lanes lie in an underpass below University Avenue, but the transit route departs from El Camino Real to access the Palo Alto Transit Center Potentially Affected Viewers Accepted visual assessment methods, including those adopted by the Federal Highway Administration (FHWA), establish sensitivity levels as a measure of public concern for changes to scenic quality. Viewer sensitivity, one of the criteria for evaluating visual impact significance, is generally divided into high, moderate, and low categories. The factors considered in assigning a sensitivity level include viewer activity, view duration, viewing distance, adjacent land use, and special management or planning designation. Research on the subject suggests that certain activities tend to heighten viewer awareness of visual and scenic resources, while others tend to be distracting (Federal Highway Administration 1988: 63). Within the Project viewshed, motorists and pedestrians are the primary affected viewer groups; however, there is also a limited number of residents, cyclists, recreationalists, business owners, and employees. Motorists traveling primarily along El Camino Real and The Alameda are the largest affected viewer group. Motorists include roadway travelers who are familiar with the visual setting, as well as travelers who use the roadway on a less regular basis. Motorists include commuters, private vehicles or public transit passengers, local business owners and employees, and commercial truck or emergency vehicle drivers. Posted speed limits are 35 and 40 miles per hour. View duration for motorists traveling would typically be brief. The longest view duration could be approximately an hour for motorists traveling the entire Project corridor; however, this 4.2-6

10 would be atypical because faster routes for longer trips are available along nearby U.S. 101 and I-280. Viewer sensitivity of motorists is considered low to moderate. Pedestrians, including people using local bus stops, retail businesses, and offices, are the second primary viewer group. With their slower travel speed, pedestrians view duration is generally longer than for motorists, and, this group is likely to notice more detail with respect to visual changes in the environment. Consequently, viewer sensitivity of pedestrians is considered moderate to high. Nearby residents and business owners and employees who live or work along the Project corridor are smaller viewer groups. Residential views tend to be long in duration, and the sensitivity of this viewer group is considered moderate to high. However, residential development directly facing the Project corridor is limited primarily to locations in Palo Alto. Views from residences not located immediately adjacent to the Project corridor are generally screened by existing vegetation and buildings. View duration of business owners and employees may be moderate to long, thus the sensitivity of this group is considered moderate. Secondary viewer groups along the Project corridor include cyclists, primarily in Palo Alto, and recreationalists at various facilities located along the Project corridor, such as the SCU and Stanford University sports fields, Stanford Arboretum, Santa Clara Civic Center Park, Larry J. Marsalli Park in Santa Clara, and Golfland USA, a private facility in Sunnyvale. Cyclist and recreational views tend to be brief or moderate in duration, thus the sensitivity of these viewer groups is considered moderate Environmental Impact Analysis Criteria for Determining Significance The California Environmental Quality Act (CEQA) Guidelines Appendix G (14 California Code of Regulations et seq.) has identified significance criteria for determining whether a project could have significant impacts related to aesthetics and visual quality. The Project would have a significant impact if it would result in any of the following conditions: Have a substantial adverse effect on a scenic vista. Substantially damage scenic resources, including but not limited to trees, rock outcroppings, and historic buildings along a scenic highway. Substantially degrade the existing visual character or quality of the site and its surroundings. Create a new source of substantial light or glare that would adversely affect daytime or nighttime views in the area. A scenic view is defined as a distant view along or through an opening or corridor that is recognized and valued for its scenic quality Methods The visual study employs assessment methods based on accepted visual analysis techniques, such as those employed by FHWA (1988). Rooted in methods established by federal agencies, 4.2-7

11 including the U.S. Forest Service and the Bureau of Land Management, the FHWA approach provides both a framework and methodology for assessing the potential impacts associated with proposed highway projects. These methods have been adapted to address the Project and include systematic inventory of existing visual conditions, documentation of visual change, and evaluation of viewer response to the change. The evaluation of visual change considered several factors: The extent of Project visibility and the degree to which the various Project elements would contrast with or be integrated into the existing urban landscape. The extent of change in the affected view s composition and character. The relative number and sensitivity of viewers. Project conformance with local policies regarding visual quality was also considered. The Project s potential effects on aesthetic resources were evaluated using the significance criteria set forth in the CEQA Guidelines, Appendix G. Central to this assessment is an evaluation of key representative public views from which the Project would be visible and an evaluation of the changes to existing visual resources that would result from Project construction and operation. These changes were assessed, in part, by evaluating the visual simulations and comparing them with the existing visual condition. This visual analysis is based on field observations (site reconnaissance in June and July 2013) and review of Project maps and pertinent technical information, including engineering drawings, aerial and ground-level photographs of the Project area, computer-generated visual simulations, and local planning documents. To document the visual change that would result from Project implementation, a set of visual simulations from key public viewpoints was developed. 1 These simulations provide a clear depiction of the location, scale, and appearance of the Project. Based on the following criteria, six vantage points were selected and 11 simulations were prepared. The viewpoints represent key public views along the Project corridor where proposed change would be experienced by a relatively large number of potentially affected viewers. The simulation views focus on locations where new stations are proposed. At least one simulation viewpoint was chosen for each of the six cities through which the Project corridor passes. Locations were chosen to represent views of curbside bulbout or median station designs. Table presents a summary of simulation views, and Table is a summary of proposed physical improvements and tree removal for each of the Project alternatives. 1 Visual simulations presented in this evaluation show new trees approximately 25 feet tall to represent a maturity of approximately 8 to 10 years after planting. A comprehensive description of the visual analysis methodology is available in Appendix H, Technical Studies, Reports, and Supplemental Information

12 Table Summary of Simulation Views and Changes by Alternative Simulation Number (Figure Number) Landscape Unit 1: The Alameda Taylor/Naglee Station, San José Figure Landscape Unit 2: Santa Clara Scott Station, Santa Clara Figure 4.2-4a Scott Station, Santa Clara Figure 4.2-4b Station Type Alternative(s) Portrayed Curbside bulbout station (eastbound platform shown) All Build Alternatives (Alternative 2 through 4c) Curbside bulbout station (eastbound platform shown) Alternative 2 Median station (westbound platform shown) Alternatives 3a through 4c Landscape Unit 3: Sunnyvale, Mountain View, and Los Altos Hollenbeck Station, Sunnyvale Figure 4.2-5a Hollenbeck Station, Sunnyvale Figure 4.2-5b Curbside bulbout station (eastbound and westbound platforms shown) Alternatives 2 and 3b Median station (westbound platform shown) Alternatives 4a through 4c Elements to be Removed Existing bus shelter along sidewalk. Street parking spaces. Street trees. Existing bus shelter along sidewalk. Street parking spaces. Existing bus shelters along sidewalk. Existing bus shelters along sidewalk. Street parking spaces. Bus shelters along sidewalk. Median trees. Project Related Visual Change Elements to be Added New curbside bulbout station structures including street furniture. Curb modifications. New curbside bulbout station structures including street furniture. Curb modifications. New median station structures including street furniture. New dedicated lanes with colored pavement. Enhanced crosswalk marking and curb modifications. New landscaped median, including trees. New curbside bulbout station structures including street furniture. Enhanced crosswalk marking and curb modifications. New median station including street furniture. New dedicated lanes with colored pavement. Enhanced crosswalk marking. New replacement trees. Visual Effect Project represents a noticeable and minor incremental change to the existing streetscape character. Project represents a minor change that does not affect the existing streetscape character. Project represents a noticeable change and a minor improvement to the existing streetscape character. Project represents a minor visual change that does not substantially affect the character of the streetscape. Project represents a noticeable change that does not substantially affect the character of the streetscape

13 Simulation Number (Figure Number) Castro Station, Mountain View Figure 4.2-6a Castro Station, Mountain View Figure 4.2-6b Showers Station, Los Altos Figure 4.2-7a Showers Station, Los Altos Figure 4.2-7b Landscape Unit 4: Palo Alto California Station, Palo Alto Figure 4.2-8a California Station, Palo Alto Figure 4.2-8b Station Type Alternative(s) Portrayed Curbside bulbout station (westbound platform shown) Alternatives 2, 3b, 4a Median station (westbound platform shown) Alternatives 4b and 4c Curbside bulbout station (eastbound platform shown) Alternatives 2, 3b, and 4a Median station (westbound platform shown) Alternatives 4b as shown. (4c would be similar, see note in adjacent column). Curbside bulbout station (eastbound and westbound platforms shown) Alternatives 2, 3b, 4a, and 4b Median station (westbound platform shown) Alternative 4c Note: Refer to Figure for simulation viewpoint locations. Elements to be Removed Existing bus shelters along sidewalk. Bus shelter along sidewalk. Street trees. Existing bus shelter along sidewalk. Street trees. Note that median tree removal would occur under Alternative 4c, but not under Alternative 4b. Existing bus shelter and/or bus stop bench and sign along sidewalk. Street parking spaces. Bus bench and bus stop sign along sidewalk. Project Related Visual Change Elements to be Added New curbside bulbout station structures including street furniture. Curb modifications. New median station structures including street furniture. New dedicated lanes with colored pavement. Enhanced crosswalk marking. Median modifications. New median trees. New curbside bulbout station structures, including street furniture. Curb modifications. Enhanced crosswalk marking. New median station structures, including street furniture. New dedicated lanes with colored pavement. Enhanced crosswalk marking. Median modifications. New curbside bulbout station structures, including street furniture. Curb modifications. New median station structures, including street furniture. New dedicated lanes with colored pavement. Enhanced crosswalk marking. Visual Effect Project represents a minor change that is not particularly noticeable. Project represents a noticeable change and a minor improvement to existing streetscape character. Project represents a noticeable change and minor improvement to the character of the streetscape. Project represents a minor change that does not substantially affect the streetscape character. Project represents a minor change that does not substantially affect the character of the streetscape. Project represents a noticeable change that does not substantially change the character of the streetscape

14 Table Summary of Proposed Physical Improvements and Tree Removal for Each Project Alternative Alternative Description 1: No Build Changes to bus appearance and signage at existing bus stops. 2: All Mixed Flow Changes to bus appearance and introduction of up to 16 new curbside bulbout stations. 3: Short Dedicated Lane 3A: Short Dedicated (No Improvements West of Halford). Introduction of 3 curbside bulbout stations and 3 median stations. 3B: Short Dedicated (Mixed Flow West of Halford). Introduction of up to 13 curbside bulbout stations and 3 median stations. 4: Long Dedicated Lane 4A: Long Dedicated (SR 85) Introduction of up to 9 curbside bulbout stations and 7 median stations. 4B: Long Dedicated (Showers Drive) Introduction of up to 6 curbside bulbout stations and up to 10 median stations. 4C: Long Dedicated (Embarcadero Road) Introduction of 3 curbside bulbout stations and up to 13 median stations. Source: Derived from data prepared by Callander Associates, refer to Appendix D. Maximum Number of Trees Removed Impacts Impact AES-1: Potentially result in a substantial adverse effect on a scenic vista or scenic resources along a scenic highway No Build Alternative (No impact) There would be no physical changes to the Project corridor as a result of the No Build Alternative. Therefore, there would be no potential to have a substantial adverse effect on a scenic vista or scenic resource along a scenic highway. Build Alternatives (Less than significant) Figures 4.2-4a and 4b, and 4.2-5a and 5b, demonstrate that the Project would not substantially affect existing scenic views of the mountain ranges that are currently visible from some locations along the Project corridor. Furthermore, the Project corridor is not designated as a scenic highway. The analysis also considered potential effects on four county-designated scenic routes, which are listed below. Stevens Creek Freeway/SR 85 (crosses Project corridor; Build Alternative changes not visible). Oregon Expressway (crosses Project corridor)

15 Guadalupe Parkway (approximately 0.25 miles away; Build Alternative changes not visible). Junipero Serra Boulevard (as close as 0.9 mile away; Project corridor is not visible). Project changes proposed under Build Alternatives 3b and 4a, 4b, and 4c would be visible from a limited portion of Oregon Expressway; however, changes would be seen only briefly by motorists and would not substantially affect views or scenic resources along this roadway. Therefore, the Project would have less-than-significant impacts on scenic vistas and scenic resources along a scenic highway (including county-designated scenic routes). Impact AES-2: Degrade the existing visual character or quality of the Project corridor and its surroundings No Build Alternative (No impact) Under the No Build Alternative, there would be no potential for degradation of the existing visual character or quality of the Project corridor and its surroundings. Build Alternatives (Less than significant with mitigation) Construction Build Alternatives 2, 3b, and 4 Project construction would impact existing views within the Project area. Constructionrelated impacts would result from the presence and usage of construction signage, barriers, consultation materials, and various types of heavy machinery at station locations (roadway work including paving, striping, repair, and overlay similar to existing maintenance activities on the Project corridor, could be conducted concurrently with station construction). Although these impacts would be relatively short-term, they would be most noticeable to residents who live in proximity to the Project corridor and to motorists traveling along the roadway. Project construction is anticipated to take approximately 2 years overall; construction activity at each particular location would be of a shorter duration. Construction of dedicated lanes could result in additional temporary visual impacts because construction would take place along the entire length of the dedicated lane rather than being localized at stations. However, not all construction of the entire dedicated lane portion of Alternatives 3 and 4 would occur at once. Construction activities would be visible to motorists and pedestrians traveling on West Santa Clara Street, The Alameda, El Camino Real, and roadways that intersect the Project corridor. Motorists views of Project construction would be brief, while pedestrians would typically experience longer duration views. In addition, residential viewers would experience longer duration views of Project construction; however, a limited number of residences face directly onto the Project corridor. Residences not directly fronting the Project corridor have views that are screened by structures and vegetation. Implementation of Mitigation Measure (MM) AES-A: Maintain clean construction area and prevent light spillover would further reduce temporary visual

16 Existing View from El Camino Real near Scott Boulevard looking southwest (VP 9) Existing View from El Camino Real near Scott Boulevard looking southwest (VP 9) Graphics ( ) Visual Simulation of Proposed Project - Alternative 2 (VP 9) Visual Simulation of Proposed Project - Alternative 2 (VP 9) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-4a Existing View and Visual Simulation of Scott Curbside Bulbout Station

17 Existing View from El Camino Real near Scott Boulevard looking west (VP 10) Existing View from El Camino Real near Scott Boulevard looking west (VP 10) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 3a through 4c (VP 10) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-4b Existing View and Visual Simulation of Scott Median Station

18 Existing View from El Camino Real at Hollenbeck Avenue looking northwest (VP 15) Existing View from El Camino Real at Hollenbeck Avenue looking northwest (VP 15) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 2 and 3b (VP 15) Visual Simulation of Proposed Project - Alternatives 2 and 3b (VP 15) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-5a Existing View and Visual Simulation of Hollenbeck Curbside Bulbout Station

19 Existing View from El Camino Real at Hollenbeck Avenue looking northwest (VP 15) Existing View from El Camino Real at Hollenbeck Avenue looking northwest (VP 15) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 4a through 4c (VP 15) Visual Simulation of Proposed Project - Alternatives 4a through 4c (VP 15) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-5b Existing View and Visual Simulation of Hollenbeck Median Station

20 effects. With implementation of MM AES-A, temporary impacts on visual character and quality resulting from construction activities common to all Build Alternatives would be less than significant. Build Alternative 3a Construction of dedicated lanes could result in additional temporary visual impacts because construction would take place along the entire length of the dedicated lane rather than being localized at stations. However, not all construction of the entire dedicated lane portion of Alternative 3 would occur at once. Alternative 3a would result in fewer construction impacts than other Build Alternatives because no improvements are proposed west of Halford Avenue. Alternative 3a would only have construction impacts in San José and Santa Clara. Alternative 3b would result in additional construction impacts associated with curbside bulbout station improvements between Halford Avenue in Santa Clara and the Palo Alto Transit Center in downtown Palo Alto. Construction impacts would be most noticeable to motorists and pedestrians along El Camino Real; however, the affected views would typically be brief in duration and would be further reduced through implementation of MM AES-A. In addition, the visual effect would be temporary in nature. With implementation of MM AES-A, the visual impacts related to degradation of visual character and quality would be less than significant. MM AES-A: Maintain clean construction areas and prevent light spillover VTA will require construction contractors to implement the following construction period measures: During construction, the construction site will be kept as clean and inconspicuous as practical, as managed by the resident engineer. Building materials and equipment will be stored within construction staging areas or in areas that are screened from residences located adjacent to the Project. Construction debris will be removed at regular intervals. During nighttime construction, contractors will direct lighting only onto the immediate area under construction, and will avoid shining lights towards residences and other sensitive viewers. Operation The introduction of new distinctively designed buses running along the Project corridor would be common to all Project alternatives. The scale and appearance of the new buses would be compatible with the existing buses. In addition, the introduction of three new curbside bulbout stations (under Alternatives 2, 3, and 4), including two San José stations and one Santa Clara station, would represent an incremental change to the visual setting. Public artwork such as decorative tile or windscreens could be installed to enhance the appearance of some of the new stations. The simulation in Figure shows the eastbound curbside bulbout platform at the Taylor/Naglee BRT Station that would be introduced under

21 all Build Alternatives. The curbside bulbout would extend into the parking lane near the street corner. In comparison with the existing bus shelter, the new station would be similar in height, with a larger footprint and more noticeable appearance due to the canopy and column architectural elements, as well as additional seating and other transit-related features. The introduction of a larger, enhanced station could create a visual focal point and enhance the streetscape for transit users. This change could result in a more vivid urban streetscape. The simulation also illustrates removal of four existing trees. A comparison of the existing view and the visual simulation indicates that, although the YMCA building would be more visible from the street and opposite sidewalk after removal of these trees, the remaining trees would continue to frame and partially screen the building. At the Race/Julian BRT Station location, a site-specific station design that complements the visual character of this location would be constructed in place of the current bus stop. Taken together, the Project changes would have incremental effects that do not substantially alter the existing streetscape or visual setting. Thus, the changes associated with the new curbside bulbout stations would not substantially affect existing visual character along the corridor and the impact would be less than significant. Build Alternative 2 Under Alternative 2 (refer to Figure 4.2-3, 4.2-4a, 4.2-5a, 4.2-6a, 4.2-7a, and 4-2.8a) up to 16 new curbside bulbout stations would be constructed at the locations of existing and proposed bus stops. The visual changes that would result from introduction of proposed curbside bulbout stations are discussed above as they pertain to all build alternatives. The new stations would replace existing bus stops in the same locations. Bulbout platforms would be graded contiguous to existing sidewalks. Built features would have a relatively low profile and, therefore, would not be particularly visible from beyond the immediate Project corridor. In addition, the introduction of the Project structures (e.g., station canopy, lighting) would not substantially screen views of nearby commercial signage, nor would it obstruct intermittent views of distant mountains that are currently visible from some locations along the Project corridor. The Project features would be compatible with the scale of existing built form and overall would provide a unifying effect on streetscape appearance as seen by motorists and pedestrians along the Project corridor. In some locations, existing street trees would be removed to accommodate stations. Up to approximately 55 trees would be removed under Alternative 2. During the initial period following construction, tree removal would be most noticeable; however, implementation of MM BIO-B: Replace trees removed by the Project would minimize visual effects associated with tree removal. Therefore, the incremental change associated with Alternative 2 would not substantially change the existing streetscape appearance, and impacts related to degradation of visual character and quality would be less than significant after mitigation. Build Alternative 3 In San José, operational impacts for Build Alternative 3 (refer to Figure 4.2-3, 4.2-4b, 4.2-5a, 4.2-6a, 4.2-7a, and 4.2-8a) would be similar to those of Alternative 2. Between Lafayette

22 Existing View from El Camino Real at Castro Street looking northwest (VP 17) Existing View from El Camino Real at Castro Street looking northwest (VP 17) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 2, 3b, and 4a (VP 17) Visual Simulation of Proposed Project - Alternatives 2, 3b, and 4a (VP 17) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-6a Existing View and Visual Simulation of Castro Curbside Bulbout Station

23 Existing View from El Camino Real at Castro Street looking northwest (VP 17) Existing View from El Camino Real at Castro Street looking northwest (VP 17) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 4b and 4c (VP 17) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-6b Existing View and Visual Simulation of Castro Median Station

24 Existing View from El Camino Real at Showers Drive northwest (VP 18) Existing View from El Camino Real at Showers Drive looking northwest (VP 18) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 2, 3b, and 4a (VP 18) Visual Simulation of Proposed Project - Alternatives 2, 3b, and 4a (VP 18) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-7a Existing View and Visual Simulation of Showers Curbside Bulbout Station

25 Existing View from El Camino Real at Showers Drive northwest (VP 18) Existing View from El Camino Real at Showers Drive looking northwest (VP 18) Graphics ( ) Visual Simulation of Proposed Project - Alternative 4b (VP 18) Visual Simulation of Proposed Project - Alternative 4b (VP 18) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-7b Existing View and Visual Simulation of Showers Median Station

26 Existing View from El Camino Real near California Street looking northwest (VP 20) Existing View from El Camino Real near California Avenue looking northwest (VP 20) Graphics ( ) Visual Simulation of Proposed Project - Alternatives 2, 3b, 4a, and 4b (VP 20) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-8a Existing View and Visual Simulation of California Curbside Bulbout Station

27 Existing View from El Camino Real at California Street looking northwest (VP 21) Existing View from El Camino Real at California Avenue looking northwest (VP 21) Graphics ( ) Visual Simulation of Proposed Project - Alternative 4c (VP 21) Visual Simulation of Proposed Project - Alternative 4c (VP 21) Refer to Figure for photograph viewpoint location Source: Environmental Vision Figure 4.2-8b Existing View and Visual Simulation of California Median Station

28 Street in San José and Halford Avenue in Santa Clara, Alternatives 3a and 3b propose median stations and dedicated lanes. Alternative 3b would have 13 new curbside bulbout stations and 3 median stations along the Project corridor. Like the curbside bulbout stations, the new median stations under Alternatives 3a and 3b would be relatively low profile and compatible with the scale of existing built form; therefore, they would not be particularly visible from beyond the immediate Project corridor. Dedicated lanes would have colored pavement. In some locations, traffic signals and overhead street lighting would be replaced. Modifications to the existing median, including some tree removal, would be required in areas with dedicated lanes and median stations. Under Alternative 3a, 209 trees would be removed; under Alternative 3b, 243 trees would be removed. Replacement trees would be planted in accordance with MM BIO-B. Given the colored dedicated lanes and potential median tree removal, the visual changes associated with the new median stations may be more noticeable than the changes associated with the curbside bulbout stations under Alternative 2. The new curbside bulbout and median stations that would be part of Alternatives 3a and 3b would generally replace existing bus stops in the same location, and bulbout platforms would be graded contiguous to existing sidewalks. Built features would be relatively low profile and, therefore, would not be particularly visible from beyond the immediate Project corridor. In addition, the introduction of the Project structures (e.g., station canopy, lighting) would not substantially screen views of nearby commercial signage, nor would it obstruct views of distant mountains that are currently seen from places along the Project corridor. With respect to view screening, Alternative 3a would have less impact than either Alternative 3b or Alternative 2 because fewer new structures are proposed under Alternative 3a. The changes would not substantially alter the existing streetscape or landscape character along the Project corridor. The Project features are compatible with the scale of existing built form and, overall, would provide a unifying effect on streetscape appearance as seen by motorists and pedestrians along the Project corridor. With implementation of MM BIO-B, the visual impacts related to degradation of visual character and quality as a result of Project operation under Build Alternatives 3a and 3b would be less than significant. Build Alternative 4 Alternative 4a (refer to Figures 4.2-3, 4.2-4b, 4.2-5b, 4.2-6a, 4.2-7a, and 4.2-8a) would have up to nine new curbside bulbout stations, seven median stations, and approximately 7.1 miles of dedicated lanes between Lafayette Street in Santa Clara and SR 85 in Mountain View. Under Alternative 4a, up to approximately 396 trees would be removed. Tree removal would be most noticeable during the initial period following construction. Implementation of MM BIO-B would reduce this impact to less than significant. Alternative 4b (refer to Figure 4.2-3, 4.2-4b, 4.2-5b, 4.2-6b, 4.2-7b, and 4.2-8a) would have up to six curbside bulbout stations, and up to 10 median stations, and approximately 10.1 miles of dedicated lanes between Lafayette Street in Santa Clara and Showers Drive in