mation on the environmental setting in the project area as well as the
environmental consequences of the No-Electrification and Electrification Program Alternatives.
Environmental issue categories are organized in alphabetical order, consistent with the CEQA
checklist presented in Appendix A. The project study area encompasses the geographic area
potentially most affected by the project. For most issues involving physical effects this is the
project footprint, or the area that would be disturbed for or replaced by the new project
facilities. This area focuses on the Caltrain corridor from the San Francisco Fourth and King
Station in the City and County of San Francisco to the Gilroy Station in downtown Gilroy in
Santa Clara County and also includes the various locations proposed for traction power facilities
and power connections. Air quality effects may be felt over a wider area.

3.1 AESTHETICS

3.1.1 V
ISUAL OR
A
ESTHETIC
S
ETTING

The visual or aesthetic environment in the Caltrain corridor is described to establish the baseline
against which to compare changes resulting from construction of project facilities and the
demolition or alteration of existing structures. This discussion focuses on representative
locations along the railroad corridor, including existing stations (both modern and historic),
tunnel portals, railroad overpasses, locations of the proposed traction power facilities and other
areas where the Electrification Program would physically change above-ground features,
affecting the visual appearance of the area and views enjoyed by area residents and users.
For purposes of this analysis, sensitive visual receptors are defined as corridor residents and
business occupants, recreational users of parks and preserved natural areas, and students of
schools in the vicinity of the proposed project. Scenic views are defined as long-range views
towards preserved natural areas or recognized visual and/or historic landmarks. A visual change
would be considered adverse if it introduced obtrusive elements substantially out of character
with existing land uses or substantially obscured a scenic view or vista available to sensitive
receptors in the vicinity of the proposed project features.
3.1.1.1
Visual Character of Caltrain Corridor
Existing transportation facilities, including railroad tracks, ancillary structures, area freeways and
roadways, are the dominant visual elements along the existing Caltrain corridor. Towards the
northern end of the Caltrain route, adjacent uses are primarily industrial in character, there is
little natural landscaping, and there are no views or vistas of interest. Moving southward down
the Peninsula, there is a greater variety of adjacent land uses, including residential and natural
landscaping; however, rail facilities continue to dominate the visual environment of the corridor.
In the southernmost segment of the corridor, between San Jose and Gilroy, land uses along the
corridor are primarily residential, rural and agricultural, and the railroad corridor and its facilities
are less dominant. Some residential areas in the southern portion of the project area currently CHAPTER 3: ENVIRONMENTAL SETTING AND CONSEQUENCES



3-2
Caltrain Electrification Program EA/EIR

enjoy scenic views to the hills in eastern Santa Clara County. Several schools and parks abut the
railroad at various locations along the project corridor.
3.1.1.2
Representative Corridor Locations Possessing Sensitive Visual Receptors or
Offering Scenic Views
The locations described below were selected because they are representative of the numerous
Caltrain corridor locations that are proximate to sensitive visual receptors. Visual simulations of
existing locations with the proposed electrification facilities of the Electrification Program
Alternative in place are discussed in Section 3.1.2.2.
Bayshore Station. The existing visual quality of the Bayshore Station area is primarily
characterized by the railroad corridor and the industrial land uses surrounding it. The former
Schlage Lock Factory (now vacant) is located on the western side of the railroad tracks across
from the station platform. Residents on the hill above and northwest of the station currently have
views of the railroad right-of-way.
Downtown San Bruno. Businesses in Downtown San Bruno have northerly views toward the
railroad corridor and San Bruno Avenue grade crossing. Visual elements in the immediate
vicinity of the grade crossing include the railroad and ancillary structures, an elevated parking
structure and street lighting electroliers. Distant views of the hills from downtown are currently
available.
San Carlos Station. The San Carlos Station has historically been visually important due to the
quality of its architecture. In 1999, the existing at-grade railroad tracks were raised
approximately 15 feet, resulting in the rail alignment no longer being at-grade with the station.
The elevated rail alignment with its embankment, fencing, lighting, and passenger shelters, now
dominates the view of the station from proximate San Carlos streets and businesses. The
primary view of the station for passengers leaving the train at San Carlos is of the historic station
roof.
Redwood Junction. The Redwood Wye Junction is located north of the City of Atherton in
the railroad corridor. An adjacent residential area is currently separated from the railroad right-
of-way by a cyclone fence. Views of the railroad corridor are primarily from the street and
sidewalk areas of the neighborhood. Existing utility wires and poles are located along the street
next to the railroad.
Atherton. The aesthetic setting of the railroad corridor in Atherton is characterized by the
spacious homes and mature landscaping in the neighborhood that surrounds it. The historic
Atherton depot reflects the high visual quality of the surrounding residential area. Existing
residences abut the railroad right-of-way although backyard fences and mature vegetation
currently obscure most views of the corridor.
San Antonio. Residents in multi-story apartments located across the street from the San
Antonio Station currently have views of the at-grade station platform. The station, as viewed
from these residences, is characterized by railroad and ancillary structures, street utilities and
minimal landscaping. Beyond the station platform, mature trees and landscaping are visible.
CHAPTER 3: ENVIRONMENTAL SETTING AND CONSEQUENCES





Caltrain Electrification Program EA/EIR
3-3
Passengers on the San Antonio Station platform have views of the railroad corridor and roadway
overcrossing at this location.
South San Jose. Segments of the railroad right-of-way in southern San Jose are constructed on
an elevated embankment. Existing views from residential areas in the vicinity of the corridor in
these locations are dominated by the elevated railroad right-of-way.
Morgan Hill. The Morgan Hill area is representative of the rural context of the southern portion
of the railroad corridor. Existing residential areas currently have high quality views looking
eastward across fields and the railroad right-of-way to the mountains beyond. Utility wires and
poles are currently visible along the highway in the vicinity of the railroad corridor.

3.1.2 V
ISUAL
/A
ESTHETIC
I
MPACTS

Physical changes attributable to the Caltrain Electrification Program that would cause changes to
views currently experienced by residents and other users of the area are described in this section.
Mitigation measures to minimize visual effects are described in Section 3.1.3.
3.1.2.1
No-Electrification Alternative
Under the No-Electrification Alternative, the Caltrain system would be rehabilitated and
enhanced within the existing JPB or UPRR-owned right-of-way. No major adverse changes to
existing visual quality are anticipated because the modifications would largely consist of low-
profile trackwork, crossovers, switching equipment, and grade crossing improvements. These
types of modifications would be consistent with the current aesthetic quality of the existing
railroad corridor, although there would be temporary disruptions causing visual impacts during
construction of these facilities. There would be no need to erect OCS poles and wires or other
electrification facilities off the right-of-way, however.
3.1.2.2
Electrification Program Alternative
Under the Electrification Program Alternative, physical changes would occur where
electrification facilities, including the OCS poles and wires, and traction power facilities are
proposed. Trees and mature vegetation would be trimmed back to enable placement, operation
and maintenance of the poles and wires. These physical changes would alter views from
residential or business areas in various locations along the corridor.
Overhead Contact System and Traction Power Facilities. OCS poles and wires would be
introduced throughout the existing rail corridor from San Francisco to Gilroy. In general, the
introduction of OCS poles and wires within an existing railroad corridor would not constitute a
substantial adverse visual change; these types of facilities are consistent with the existing visual
quality of the active commuter and freight rail corridor. Residents or business occupants,
however, may consider these visual effects adverse. The new OCS infrastructure would be more
or less visible from corridor residences and businesses, depending on the visual screening