Visual Design Guidelines San Jose

CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE VISUAL DESIGN GUIDELINES SAN JOSE

IN PROGRESS AUGUST 2011 IN PROGRESS SAN JOSE VISUAL DESIGN GUIDELINES CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE Draft: 9/26/11

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES i San Jose City Hall North COMMUNITY MEMBERS South COMMUNITY MEMBERS NAME COUNCIL DISTRICT/ NAME COUNCIL DISTRICT/ AREA OF INTEREST AREA OF INTEREST Pete Kolstad District 3 Tony Nguyen District 2 Jennifer Emmer District 3 David Wilkins District 2 Kevin Christman District 3 Laura Monczynski District 2 Eloy Wouters District 6 Craige Edgerton District 2 Rhonda Lakatos District 6 Carolyn Johnson District 7 Brian Adams District 6 Michele Beasely Environment Edward Janke Architect Sohrab Rashid Engineering/Planning Erika Justis Public Art Shiloh Ballard Business Scott Knies Downtown Jerry King Architect Jessica Zenk Business Steven Cox Architect

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES iii TABLE OF CONTENTS

1.0 INTRODUCTION...... 1 3 .2 .2 Sound Walls...... 16

1 1. Purpose...... 1 3 .2 .3 Retaining Walls...... 16

1 .2 Intent ...... 2 3 .2 .4 Materials...... 16

1 .3 Relationship to High-Speed Train EIR/EIS Process ...... 2 3 .2 .5 Finishes and Color...... 17

1 .4 Cooperative Agreement...... 2 3 .2 .6 Grafitti Prevention...... 17

1 .5 Guidelines Organization...... 3 3 .2 7. Lighting...... 17

2.0 GUIDELINE DEVELOPMENT PROCESS ...... 5 3 .3 Urban Design ...... 18

2 1. Technical Working Group...... 5 3 .3 1. CHSRA/City Process...... 18

2 .2 Community Working Groups...... 5 3 .3 .2 Column Arrangement to Support Land Use...... 18

2 .3 Guidelines Development Process...... 5 3 .3 .3 Use Under Aerial Structures ...... 19

3 .3 .4 Remnant Parcels...... 19 3.0 GENERAL DESIGN GUIDANCE...... 9 3 .3 .5 Grade Separated Roads and Rebuilt Streets...... 19 3 1. Aesthetics...... 9 3 .3 .6 Street Connectivity...... 20 3 1. 1. Working Definition...... 9 3 .3 7. Pedestrian and Bicycle Access...... 20 3 1. .2 Properties of Beautiful Structures...... 9 3 .4 Landscaping...... 20 3 1. .3 Approach to Achieve Goodness of Fit ...... 10 3 .4 1. Objectives ...... 20 3 .2 HST Infrastructure...... 10 3 .4 .2 General Strategies...... 20 3 .2 1. Viaducts...... 10 3 .4 .3 Adequate Right-of-Way...... 20

iv 3 .4 .4 Safety ...... 20 4 .3 Defining Characteristics of the San José Corridor ...... 36

3 .4 .5 Grafitti...... 21 4 .3 1. Six Character Areas ...... 36

3 .4 .6 Landscape Screening ...... 21 4 .3 .2 HST Vertical Alignment...... 36

3 .4 7. Berms and Transitions in Grade...... 21 4 .3 .3 Viewer Experience...... 37

3 .4 .8 Sound Wall Landscaping...... 21 4 .4 How to Apply the Guidelines ...... 38

3 .4 9. Landscape and Public Art...... 22 4 .5 Context Specific Guidelines...... 39

3 .4 10. General Landscape Guidelines...... 22 4 .4 1. Section 1: Santa Clara Border to Diridon Station...... 40

3 .5 Public Art ...... 23 4 .4 .2 Section 2: Diridon Station ...... 46

4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR...... 25 4 .4 .3 Section 3: I-280/SR-87 Crossing...... 54

4 1. Defining Characteristics of San José...... 25 4 .4 .4 Section 4: SR-87/Communications Hill...... 60

4 1. 1. Innovation...... 25 4 .4 .5 Section 5: Monterey Highway ...... 67

4 1. .2 Abundance of Nature...... 26 4 .4 .6 Section 6: Coyote Valley...... 72

4 1. .3 Home to a Diverse and Thriving Population ...... 27 5.0 ROLES AND RESPONSIBILITIES (UNDER DEVELOPMENT). . . TBD

4 1. .4 Urban Planning Concepts...... 27

4 1. .5 CWG Discussion of San Josè HST Design Criteria . . . . . 28

4 .2 Citywide Objectives and Strategies...... 31

4 .2 1. Achieve Aesthetic Excellence in HST Infrastructure Design. . .31

4 .2 .2 Enhance Community Livability...... 32

4 .2 .3 Enhance San José’s Identity...... 33

4 .2 .4 Complement Scenic and Agricultural Open Space . . . . . 35

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES v Diridon Station 1.0 INTRODUCTION

1 1. Purpose • Create rendered visualizations of HST infrastructure design solutions.

The California High Speed Rail Authority • Inform the environmental analysis in the (CHSRA) and the City of San José (City) initiated Draft Environmental Impact Report/Envi- a collaborative public outreach process to develop ronmental Impact Statement (EIR/EIS) for the San José Visual Design Guidelines for Califor- the San José to Merced section. nia High-Speed Train Infrastructure (Guidelines). • Identify visual design guidance for HST The purposes of the Guidelines are to: infrastructure that is applicable statewide.

• Provide aesthetic design guidance to refine • Produce a document that serves and engineering and address visual impacts of informs both the general public and tech- High-Speed Train (HST) aerial and at- nical audiences. grade infrastructure through the City of San José. Design of the Diridon Station and the Diridon Station Area Plan are separate studies from the • Use an open, collaborative process between Guidelines. the CHSRA, City, and community of San José to reach a consensus on design This in-progress Guidelines document is the preferences that are also technically and first version to bring text and graphics together economically feasible given the CHSRA’s in a coherent package for CHSRA, City and engineering, operations and funding con- community review. straints.

• Provide design guidance for the next steps of project delivery

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 1 hST travel and infrastructure are integral to the development of the city’s vision for future growth

1 .2 VISION EIR/EIS and, at a later date, in the San Francisco to San José HST section Project Draft EIR/EIS. The Guidelines will be part of the Project Draft The Guidelines envision high-quality aesthetic EIR/EIS incorporated by reference as part of the design for HST infrastructure that fits the evolv- project description and/or as project mitigation. ing physical character and unique cultural context of San José where the people of San José feel that high-speed trains enrich life in the City. 1 .4 Cooperative Agreement Diridon Station and the station area will shape a vibrant, world-class destination that identifies The Guidelines are to be incorporated into a San José as the center of Silicon Valley, the tech- Cooperative Agreement between the City and nological capital of the world. HST travel and CHSRA, to be approved by the City Council and Aesthetic principles applied to HST infrastructure; TGV, infrastructure are integral to the development of CHSRA Board respectively. The Cooperative France the city’s vision for its future growth as a “more Agreement will set forth in more detail mutual prominent and complete great city” as described commitments between the CHSRA and the City in Envision San José 2040. regarding cooperation, public outreach, quality of design, construction, funding, imple- 1 .3 rELAtionship to HIGH-SPEED mentation, decision-making and long-term TRAIN EIR/EIS Process maintenance.

CHSRA is currently in the process of refining design alternatives for the HST alignment through San José. These alternatives will be evaluated in the San José to Merced HST section Project Draft

2 1.0 INTRODUCTION The Guidelines envision high-quality aesthetic design for HST infrastructure that fits the evolving physical character and unique cultural context of San José.

1 .5 Guidelines Organization

Section 2.0 outlines the process that led to these guidelines. Section 3.0 sets forth general design guidance for high-speed train infrastructure. Section 4.0 lays out specific guidance for the San José corridor both citywide and for specific sub-sections. Section 5.0 addresses roles and responsibilities between the CHSRA, City and oth- ers for funding, implementation and long-term maintenance.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 3 Plaza de César Chávez 2.0 GUIDELINE DEVELOPMENT PROCESS

2 1. tEChnical Working Group 2 .3 Guidelines Development CWG Geographical Limits Process Greater Downtown area from The City’s project team was led by the City’s De- Tamien Station north to Santa partment of Transportation, with Office of Cul- North Aesthetic design guidance is based on 15 percent Clara tural Affairs, the Department of Public Works and preliminary engineering documents to be ana- with the support of engineering, architecture and lyzed in separate EIR/EIS documents for the San Monterey Highway area from planning consultants. Francisco to San José HST section and San José to SOUTH Tamien Station south to the Merced HST section. Aesthetic design guidance Morgan Hill. 2 .2 Community Working Groups focuses on how to refine structural and architectural design without modifying the horizontal alignment and vertical profile of the alterna- The San José City Council formed two Community tives that was determined during preliminary Working Groups (CWGs) to work in collaboration engineering. with the TWG and inform the development of the Guidelines. Each CWG was comprised of 10 The TWG process led the CWG process; more persons selected by City Council representatives than a dozen planning meetings and a three-day along the HST corridor to represent stakeholders CHSRA/City team design charrette were held. along the 20-mile HST corridor. CWG members The CWG held eight public planning meetings consisted of neighborhood residents, business and a community workshop over five months to owners, and professionals to ensure the design provide significant community input, per the fol- preferences of a diverse audience were encom- lowing process graphic. passed in the Guidelines.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 5 2011 TECHNICAL WORKING GROUP PROCESS COMMUNITY WORKING GROUP PROCESS

• TWG divides the City into sub-sections along the alignment, considering context and community. FEB • City Council Representatives select CWG members. • TWG identifies best practice examples of HST infrastructure to share with CWG members.

TWG holds a design charrette to identify design issues, • • CWG presents their aspirations; issues are identified and mapped opportunities and strategies. MAR along corridor; CWG initial feedback on design preferences The TWG translates community interests into a framework of • • CWG Meetings: March 7 (North), March 11 (South) design objectives and strategies.

TWG identifies additional best practice HST infrastructure • • CWG reviews CWG selected HST examples; identifies key City examples APRIL viewpoints; CWG feedback on framework for the Guidelines. TWG develops design concepts of HST infrastructure design, • • CWG Meetings: April 11 (North), April 14 (South) sketches views of concepts from CWG view points.

• CWG holds a public workshop to provide feedback on framework, input on sketches of HST infrastructure concepts from several key • TWG develops design concepts, refines sketch views and viewpoints, and discussions on I-280 signature bridge. initiates visualization work. • CWG provides additional input to refine HST infrastructure MAY • TWG organizes and conducts CWG/public workshop. sketches from workshop, discuss un-resolved issues and the role of public art. • CWG Meetings: May 14 Workshop (North & South), May 23 (North), May 26 (South)

• TWG drafts Guidelines text based on CHSRA, City and CWG • CWG provides review/feedback on draft Guidelines text and JUNE input. visualizations • TWG develops visualizations and Guidelines graphics. • CWG Meetings: June 28 (North & South)

• CWG reviews in-progress Guidelines document with revised text • TWG assembles in progress Guidelines document with and graphics, validate CWG input. JULY edited text and graphics • CWG Meetings: July 18 (North & South)

CWG reviews and comments on draft Guidelines with local com- TWG refines roles and responsibilities for implementation • AUG • munity feedback.

• TWG refines roles and responsibilities and revises Guidelines • CWG input on draft Guidelines and roles and responsibilities with SEP per CWG comments local community feedback.

• TWG refines roles and responsibilities, prepares for CWG • CWG input on roles and responsibilities, prepare presentation to OCT meeting and related public meetings in advance of presenta- City Council. tion to Council • CWG Meeting: October 5

6 2.0 GUIDELINE DEVELOPMENT PROCESS IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 7 Circle of Palms Plaza 3.0 GENERAL DESIGN GUIDANCE

3 .1 Aesthetics elements are in scale and proportional relationship to each other and to the whole. Two quotes informed the CWG 3.1.1 Objectives discussion of aesthetic design: • Symmetry: The form and structure of design The TWG and CWG broadly define the objectives of elements have an exact match in size and aesthetic design for HST infrastructure as: shape between two halves, parts or sides; “The visual expression of efficient design elements at varying scales reflect structural function is a fundamental criterion 1. Elegance in engineering design, which is the each other in proportion and shape; and/or of elegance in bridge design.” visual expression of efficient structural func- the distribution of design elements achieve a tion. visually balanced composition. – Christian Menn, Bridge Engineer, winner 2010 Outstanding Structure Award 2. Engineering design that is well-composed and • Unity: the design looks and feels complete in coherent, where the parts harmoniously relate a natural, identifiable and satisfying way. to each other and work together to create a unified whole. 3.1.3 Desired Outcomes "Beauty is not simply a matter of per- sonal opinion, dependent primarily upon the 3. Engineering design that fits with, and contrib- • HST infrastructure is aesthetically refined eye of the beholder. … Beauty, is ‘to fit in every utes to, specific physical contexts along the and functionally elegant throughout the sense.’ In science, for example, one sees and HST corridor. corridor. feels the beauty of a theory only if the latter is ordered, coherent and harmonious with all • HST infrastructure is integrated with 3.1.2 Principles parts generated naturally from simple prin- urban design, contributing to the build-out ciples, and those parts work together to form a Aesthetically refined design is attractive and pleasing of the City’s General Plan where the HST unified, total structure." to look at. It brings forth a feeling of balance, stability, alignment impacts streets or public and/or calmness and completeness. Good aesthetic design is private property is used for right-of-way. – David Bohm, Physicist rooted in three core principles: • HST station design advances the implemen- • Proportion: The size and shape of design tation of the Diridon Station Area Plan.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 9 Aerial Structure Design Components

Column Girder

Trapezoid Angled Curved Aerial StructurePotential HSTDesign Girder Components Shapes

Column Girder Girder Shapes TGV I-280 Box Bay Bridge East Span

Fig. 3: Examples of unique girder shapesExamples of Unique Girder Shapes

Trapezoid Angled Curved Example of aesthetic principles of proportion, symmetry Potential HST Girder Shapes and unity of design, TGV, France Fig. 4: Potential HST girderSquare shapes Round Notched Octogon Hexagon

• HST infrastructure contributes to and tem to deliver power. Shorter, repetitive spans (100 enhances the existing, varied contexts to 150 feet) distinguish viaducts from bridge struc-

alongGirder Shapes the corridor. tures with their unique design conditions and spans. Column ExtendedTGV I-280Ellipse Box Bay BridgeNotched East Span Girder Column Shapes Octogon Ellipse Abutment • The City, community membersExamples and artists of Unique3.2.1.1 Girder Girder Shapes Shape are engaged with the aesthetic design of HST infrastructure at the corridor, section A box girder is a horizontal support beam that is a Span and neighborhood levels per implementa- hollow tube formed by enclosed walls. tion of the Guidelines. • Size. Generally keep the width and depth of the girder cross section to a minimum. At 3 .2 HST Infrastructure four-track cross sections it is preferred to Fig. 1: Key viaduct terms OCS Pole have daylight visible between the pair of two- The following subsectionsSquare provide guidance on Round Notched Tracks / Octogon track girders. Hexagon Guideway specific elements of HST infrastructure. Defini- tions are provided in italics. See Section 4.4 How • Shape. A range of example, aesthetically to Apply the Guidelines for how to apply general refined, girder cross sections are shown in Parapet design guidance to the San Jose corridor. Extended Ellipse Figure 4. The lengthNotched and shape of girders Column Shapes Octogon shall accommodate Ellipsea range of construc- 3.2.1 Viaducts tion methods including, but not-limited to, Viaducts are elevated track way with consistently pre-cast single span, pre-cast segmental and spaced spans that are moderate in length. Viaducts cast-in-place construction. The shape of the are comprised of girders and columns with para- girder box overhang has the ability to reduce pets, sound barriers and an overhead catenary sys- the perception of a massive girder. A girder with an “angled” cross section can create Fig. 2: Girders, capital and column 10 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Aerial Structure Design Components

Column Girder

Trapezoid Angled Curved Potential HST Girder Shapes Girder Shapes TGV I-280 Box Bay Bridge East Span Examples of Unique Girder Shapes

Square Round Notched Octogon Hexagon

Extended Ellipse Notched

Column Shapes Octogon Ellipse

Fig. 5: Potential column cross sections Fig. 6: Round column, capital and curved girder combination

a deep shadow reducing the visual depth and taper of cross sections. Columns and of the girder. A girder with a curved cross piers shall be oriented so the narrower side section can create a gradation in shadow and faces the profile of the viaduct. A range of eliminate a sharp shadow line softening the column cross section shapes are possible. appearance of the girder. For four-track via- Orient columns and piers so the smaller side ducts minimize the use of flat bottom soffits or corner faces the viaduct to reduce appar- (the underside of a structure). ent size through the use of shadow. Column shape can transition from the top to bottom • Proportions. Maintain consistent viaduct to increase viewer perception of slenderness, deck cross section as girders vary in span, such as a square column at the top to an depth and type (example types include octagonal column bottom. pre-cast girders, pre-cast segmental, poured- in-place, haunched, balanced cantilever and • Column capitals. Design column capitals Fig. 7: Hexagonal column, capital and angled girder other types). Utilize a reveal to visually dis- to express the structural connection and tinguish the viaduct deck from a haunch, and transition in shape from column to girder. to articulate a change in cross section shape. • Design consistency. Column shape is 3.2.1.2 Column and Pier Shape to complement a girder cross section. For curved girders use round, elliptical, or soft- A column is a slender, independent vertical support. edge column and pier shapes. For angled Piers are vertical supports that are proportionally girders use octagonal, diamond, square wider relative to their thickness. and other rectilinear shapes. Where there are transitions in viaduct profile height, it • Shape. The perception of massive columns is desirable to oversize smaller columns so and piers can be minimized by the shape they are consistent with taller columns.

Fig. 8: Octagonal column, capital and trapezodal girder

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 11 Fig 9. Typical viaduct with constant depth girder and column Fig.10: Long span haunched girder at street crossing and typi- Fig. 11: Multi-span viaduct centering over urban or natural spacing cal viaduct with constant depth girder and column spacing feature

3.2.1.3 Viaduct and Bridge Spans Recommended use of irregular spans and column spacing; Span Length Distance Ratio The arrangement and spacing of spans and sup- irregular spans may be acceptable to opti- porting structures is essential to the visual unity mize a specific view or minimize impacts 10:1 or greater for on the ground. Short Span 100' to 150' constant-depth and aesthetic appeal of well-designed viaducts. girder • Structure type. Viaduct structures shall • Span Arrangement. where the alignment primarily be short span girders, with use crosses over identifiable natural, topo- 15:1 at the haunch graphical or urban features, arrange single Long Span 200' + 24:1 at the of long span viaduct structures for unique or multiple spans to center over the feature. mid-span conditions per City context as described in the Design Guidance for the San José Use an odd number of spans with the great- Corridor (4.0). Selection of long span est single span centering over the natural or viaduct structures shall consider aesthetics urban feature. Evenly distribute columns, and viewpoints from pedestrian eye-level as or use a gradient to space columns, to cre- well as views from cars, transit, and bicycles ate a visually unified multi-span crossing. passing across and along the right-of-way. • Slenderness. Slenderness enhances the • Column and Span Spacing. Spans shall visual appearance of viaducts and bridges. have constant length and even column dis- Use the ratio of span to girder depth per the tribution for multi-span viaduct structures table. Long haunches with smooth tapers to appear consistent and unified. Column visually reduce girder depth and are prefer- spacing and span lengths shall optimize able to short, abrupt angular haunches. views through the viaduct. Minimize the

12 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Example of visual unity with consistent column spacing and Fig. 12: Parapet for curved girder Fig. 13: Parapet for angled girder girder depth

3.2.1.4 Parapets 3.2.1.5 Abutments

Parapets are low protective walls or railings at the Abutments are the retaining wall structures at edge of the viaduct. the end of bridges and viaducts that support the superstructure and retain earthwork. The place- • Shape and proportion. The parapet shape ment and shape of aesthetically attractive is an integral component of the viaduct. abutments have the following characteristics: Parapets shall be in proportion to the deck overhang and girder cross section. The Clearance angle or curvature of the parapet shall be designed to reflect daylight. • Locate abutments so the clearance from the bottom of the viaduct to finished grade is not Fig. 14: Example abutment • Design continuity. Parapets shall be less than the depth of the viaduct structure. continuous, expressing the horizontal line of the viaduct. The parapet can be a domi- • Avoid dark under clearances, with security nant feature viewed at a distance. Minimize and maintenance concerns. visual complexity. Smoothness of the parapet • Use mid-height abutments with cut slopes, shadow line will distinguish aesthetics of or full height abutments. viaduct cross sections. Grading & Landscape

• Grade terraces on large embankments where right-of way permits, and plant street trees close to the travelway to for new and rebuilt grade-separated street crossings.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 13 Maintain consistent viaduct cross section along the corridor as girders vary in span, depth and construction type...

• Plant landscape along embankments and the to the neighborhood context, such as use of face of the abutments to screen street cross- rustication, sloped sides or pilasters. ing views of the structure. • Design abutments symmetrically, so both Pedestrian and bicycle experience ends of the bridge span have the same shape, materials and colors. • Pedestrian and bike routes can be located at the base of an abutment under the girder • Use mid-height or full-height abutments not less than 10 feet from the soffit. Where to frame views beyond the bridge, which is feasible, elevate the pedestrian and bicyclist preferable to sloped grading up to the sof- route above the vehicle travelway to reduce fit. These abutment types give a solid visual walking distance. appearance to how the bridge structure touches the ground and reduces the span and • Enhance pedestrian and bicyclist experience depth of the girder. traveling under the viaduct through use of pattern and texture on abutment surfaces, • Reduce the apparent mass of tall abutments lighting, and public art. with the use of berms and/or landscape at the base of the abutment. The shadow line of the • Create visual interest by locating pedestrian parapet shall be extended over the abutment and bike route openings through the abut- to make the bridge appear longer and thin- ment. ner. Abutments shall be tapered to reduce the visual massiveness of the abutment where Architecture right-of-way permits.

• Design abutments to have architectural • Design abutment to minimize maintenance, treatments that wrap around abutment. security and pigeon roosting. Consider architectural treatments that relate

14 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Clearance = 27’ 50’x27’ ROW ROW Clearance = 27’ 50’x27’ ROW ROW

DepthDepth = =1/10 1/10 Span Span Emergency Walkway Emergency 50’x27’ Walkway ROW ROW 50’x27’Fence ROW ROW Fence

Proposed At-Grade HST ROW 60’

Proposed At-Grade HST ROW 60’ Proposed Aerial HST ROW 50’

Fig. 15: Overhead catenary system, aerial structure Fig. 16: Overhead catenary system, at-grade structure Fig. 17: Example straddle bent with cast-in-place girder

Proposed3.2.1.6 Aerial HST Overhead ROW Catenary System 3.2.1.7 Straddle Bents 50’ The overhead catenary system (OCS) is a suspended Straddle bents are a pair of columns carrying a overhead steel superstructure and cables that pro- beam that supports a viaduct where a column can- vide continuous power to high-speed trains. The sys- not be located under the guideway. Straddle bents tem has mandated rigid geometric standards. are commonly found where a highway or road crosses under a viaduct at a highly skewed angle. • Shape and alignment. Aesthetic consider- ations include architectural shape to the OCS • Minimize number. Avoid straddle bents supports and alignment with columns and wherever possible. The number of straddle piers for visual consistency. bents shall be minimized through horizontal alignment design and use of mid- and long- • Pole location. At station approaches, con- span bridge structures. sider the location of OCS supports between the tracks to eliminate poles at the edges of • Architectural treatment. Where there is the viaduct girders to reduce visibility near no feasible and reasonable alternative to a the viaduct and at an oblique angle to the straddle bent, provide architectural treat- alignment. ment consistent with viaduct cross section and pier/column profile. Where feasible, the straddle bent shall be cast-in-place in plane with the girder, to minimize profile.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 15 Fig. 18: Example translucent sound wall, San Leandro Fig. 19: Example, landscaped wall, Caltrain, San Carlos

3.2.2 Sound Walls • Where sufficient right-of-way is available, landscaped berms can be used in place of Train noise can be dampened with the use of con- sound walls. tinuous sound walls that extend up from the parapet of aerial viaducts or are free-standing walls 3.2.3 Retaining Walls where HSTs are at-grade. Soundwall type and location will be determined as part of the environmen- • Avoid large, stark, flat wall surfaces. tal review process. Where high sound walls are • For tall walls (greater than 10 feet), walls desired to mitigate train noise along viaducts, the shall be terraced to reduce the height and design can significantly increase the visual depth landscaped to provide visual screening where of the viaduct structure. right-of-way permits. • Where walls are necessary in designated wildlife corridors, provide appropriate cross- 3.2.4 Materials ing structures. • Aesethetics, maintenance, durability and • Design sound walls with aesthetic treat- constructability are primary requirements ments in visually sensitive environments. for materials selection.

• Integrate the design of sound walls, parapet • Use innovative materials carefully to avoid the and viaduct to have a visually coherent potential for early obsolescence of technology. structure. • Reinforced concrete requires no finish treat- • Integrate public art, landscape screening or ment and minimal maintenance. Integral signage to enhance the appearance of sound color concrete can increase the attractiveness walls in visually significant locations. and compatibility of HST infrastructure. Sur-

16 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Innovative design and cutting-edge technologies shall be used to foster sustainable design . .

Fig. 20: Example light treatment for sense of place Fig. 21: International example of light treatment

• Where the potential for graffiti is unavoid- face treatments can be smooth or sandblasted able, implement an achievable graffiti mitiga- finishes. tion plan.

• Steel surfaces need to be protected with high- 3.2.7 Lighting performance coatings. Design 3.2.5 Finishes and Color Lighting can distinguish HST from other transpor- • Use colors, textures, finishes and design details tation systems adjacent to the alignment, facili- for HST infrastructure that are compatible tate nighttime legibility between systems, improve with the surrounding natural and built context. transit accessibility and enhance visual interest. Natural colors reduce contrast between aerial structures and their surroundings. Use of • Lighting shall be provided for pedestrian and texture can improve aesthetics. bicycle safety for new and re-built pedestrian and bicycle facilities under aerial structures. • Use natural colors for concrete, such as Stanford sandstone, and contrasting colors • Innovative design and cutting-edge tech- for painted metal so shadows are visible on nologies shall be used to foster sustainable painted surfaces. design and reduce energy consumption and maintenance. 3.2.6 Graffiti Prevention • Incorporate lighting at key locations with • Design soundwalls, retaining walls, columns, appropriate subtly, variation, gradation, piers and abutments to discourage graffiti simplicity and dignity to provide identity by ensuring public visibility and controlling that enhances the surrounding landscape. access through landscape design.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 17 • Lighting can create both visual continuity 3 .3 URBAN DESIGN and change between environments.

• Lighting shall be used to enhance the night- 3.3.1 CHSRA/City Process time appearance of the HST infrastructure at the Diridon Station and/or along the I-280 • Use a collaborative process between the long span structure. CHSRA and the City as described in Chapter 5: Roles and Responsibilities, in order to balance Lighting Levels City requirements and preferences with what is technically and economically feasible for • Lighting levels shall be appropriate for the CHSRA engineering, operations and funding. surrounding environment (e.g., residential, rural, urban/downtown) and advance envi- 3.3.2 Column Arrangement to Support ronmentally responsive design. Land Use

• Lighting levels shall protect views of the • Arrange viaduct spans and column locations night sky from Lick Observatory. to minimize impact to public streets, right-of- way and private property. • Lighting levels during night shall be limited to what is necessary for train operations and • Orient column grid and column spacing to safety. minimize impact on existing and/or planned land use, site circulation, structured and/ • Use shielded outdoor lighting that directs or surface parking adjacent to or under the light away from sensitive adjacent land uses viaduct. such as residential neighborhoods and wildlife corridors.

18 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Fig. 22: Example of landscaping underneath aerial structures Fig. 23: Example of mini-park

• Column spacing shall be consistent to create a Where not feasible, then: unified and ordered design. • Shape remnant parcels for public uses such 3.3.3 Use Under Aerial Structures as mini-parks, community gardens and locating public art. For public access and use of the lands under aerial viaducts: • Locate remnant parcels where they are publicly visible and accessible. • Permit locating active public uses under aerial structures. The purpose of active public use is 3.3.5 Grade Separated Roads and Rebuilt to create safe, attractive and useable environ- Streets ments under aerial structures. Active public uses thrive where visible and accessible from For new and rebuilt grade separated roads and cross streets, public spaces and pedestrian- rebuilt streets: oriented environments. • Design streets as multi-modal travelways per • Plan for adequate space for public use under City General Plan designation and applicable aerial viaducts consistent with city and design standards. CHSRA requirements for safety, maintenance, access, visibility and use. • Provide sidewalks of sufficient width for streets that have pedestrian movement 3.3.4 Remnant Parcels on both sides and connect to the existing pedestrian network. • Avoid creating remnant land parcels by arranging column and support structures to • Add bicycle lanes per the City’s bicycle plan allow development per city requirements. and connect them to the existing bicycle network.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 19 • Where feasible, separate grade level of • Low maintenance and environmentally pedestrian and bicycle route from vehicle appropriate. travelway, to reduce travel distance. 3.4.2 General Strategies • Provide street trees and landscaping per section design guidelines. • Use landscaping as a visible foreground to screen, soften and reduce the difference in 3.3.6 Street Connectivity scale between aerial HST infrastructure and the surrounding community. • Maintain street connectivity where viaduct structures or HST right-of-way impact public • Use simple planting arrangements to create or private property, where feasible. create visual effects, such as featuring native wildflowers, a few dominant tree species or a 3.3.7 Pedestrian and Bicycle Access predominant ground cover.

• Maintain existing pedestrian and bicycle • Create opportunities for pocket parks and access across and along the right-of-way. other micro-recreational opportunities along the alignment in neighborhoods. • Relocate or rebuild pedestrian and bicycle facilities impacted by construction. Maintain • Create visual effects with simple plantings continuity of travel route. such as use of native flowers, or a few dominant tree or plant species.

3 .4 LANDSCAPING • Landscape plantings in urban areas can be both formal and informal. Landscape design 3.4.1 Objectives in rural, open space and agricultural areas should reflect the natural habitat or setting. Through use of landscaping: 3.4.3 Adequate Right-of-Way • Visually integrate HST infrastructure into the varying local contexts of San José. • Integrate landscape design with project delivery to ensure adequate right-of-way space and • Unify appearance of the HST alignment land is allocated for landscape design. in areas where it is visible from significant points of view. 3.4.4 Safety

• Increase pedestrian safety. • Utilize landscape and and locate public art to reduce opportunities for anti-social behavior. • Reduce opportunities for graffiti. • Avoid creating spaces that are not publicly • Support the City’s Green Vision goal of plant- visible and provide appropriate landscaping, ing 100,000 new trees. fencing, security and public visibility to avoid

20 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE . create. a coherent streetscape environment with street trees . .

FigFigure 24: Example 1: Caption of Goesscreen Here trees Fig. 25: Example of street trees potential locations for homeless encamp- both approaches to the alignment and/or ments along the right-of-way or under aerial plant tall screen tree grove plantings along structures. the alignment at the grade separation to screen views of the viaduct from the roadway. 3.4.5 Prevent Graffiti 3.4.7 Berms and Transitions in Grade • Landscaping shall be an anti-graffiti barrier to limit access to HST infrastructure. • Use terraced planting with street trees for berms and transitions in grade where visible 3.4.6 Landscape Screening from public streets and places, and where right-of-way permits. Aerial viaducts can be screened from public view as follows: • For berms without terraced planting, use context sensitive landscape options for • Use a row of tall, closely-spaced trees to screening such as tree grove plantings and screen public views from residential proper- flowering meadow plantings. ties that back on to the alignment or from residential roads adjacent to the alignment 3.4.8 Sound Wall Landscaping where right-of-way permits. • Ensure adequate planting space to screen • Use street trees as a foreground to visually sound walls. screen views to HST infrastructure from sensitive residential neighborhoods, and • Use climbing plants and living wall planting pedestrian and bicycle routes that face the concepts where walls are publicly visible and alignment. planting space is limited. Planting needs to be durable and sufficiently dense to inhibit • For new or re-built grade-separated streets, graffiti access. plant street trees on both sides of street on Figure 1: Caption Goes Here

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 21 Fig. 26: Example of "green wall" Fig. 27: Example of landscaping for storm water management

• For walls that back on to residential use, plant • Plant pallette. Use local, native plants to the publicly visible side of the wall. the extent possible. Where compatible with existing landscape, use non-deciduous trees 3.4.9 Landscape and Public Art for HST infrastructure screening. Use drought resistant plants if natives are not available. • Integrate landscape design and public art so Other plant selections should be made to that they work together coherently to create minimize maintenance requirements. identity, enhance community livability and contribute to the vibrancy of the public realm. • Stormwater. Incorporate storm water management best practices with landscape 3.4.10 General Landscape Guidelines development plans.

• Visual Continuity. Use similar street trees, • Heat island. Landscape solutions should be planting materials (tree and ground cover integral to mitigation of urban heat island selection, size and color) and landscape ele- effect from the concrete structures of the ments (such as low walls, signage, lighting) alignment. to create visual continuity for sections. For rebuilt roadways and grade separations plant • Wildlife crossings. Use methods defined street trees on both sides of the streets, with in the environmental documents to enhance median plantings, where right-of-way permits. wildlife crossings such as, but not limited to: appropriate fencing, minimal lighting, • Pedestrian and bicycle paths. For pedes- native vegetation cover, noise and vibration trian and bicycle trails and paths, plant trees abatement, reduced human wildlife interac- to create shade for pedestrian and bicycle tions and the protection of adjoining habitats. riders along paths and routes.

22 3.0 GENERAL DESIGN GUIDANCE FOR HST INFRASTRUCTURE Local artists should be engaged . . for their ability to uniquely represent the local community . .

Fig. 28: Example of large-scale public art Fig. 29: Example of scaled public art impelentation

Improve existing wildlife crossing structures • Blend of artists. Engage local artists with • Community participation. Use the City’s such as culverts, overpasses and underpasses the project to engender support from the existing art commission and public art where impacted by the alignment. local creative community, and uniquely committee to inform a community process represent the local community. Regional, appropriate to the project scope. Particular 3 .5 PUBLIC ART national and internationally established attention and community engagement should artists should be considered to provide a occur where the HST alignment passes dynamic blend of visual enhancements that through neighborhoods, business districts • Art budget. Develop a public art budget speak to the diverse and innovative nature of and the downtown. within HST funding that is based on national San José. standards for public art, and expend those funds within the City according to the rec- • Art diversity. Consider a wide variety of art ommendations of this document. types for implementation including sound and performing arts platforms. • Artist on design team. Engage an artist as a member of the San José alignment design • Reflect community character. Identify team early in the design/build process, as opportunities to integrate artwork into the well as one as a member of the station design project to enhance the livability and reflect team, if different from the alignment design the character of neighborhoods throughout team. Design team artists will contribute to the corridor. the aesthetic design of the overall system • Range of scales. Create projects of various within San José, and identify locations and a scales as part of the public art program for clear framework for unique artwork integra- HSR including large-scale, pedestrian/bike- tions. scale, and temporary.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 23 San Jose Center for the Performing Arts 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR

To achieve the objectives of aesthetic design for through extensive community outreach conduct- HST infrastructure along the San José corridor, this ed during the development of Envision San José section presents: 2040 and independently by the CWG. Each theme is followed by a discussion of how it applies to the • Characteristics that define what is unique aesthetic design of HST infrastructure. to San José, and how this informs aesthetic design in San José. 4.1.1 Innovation

• Citywide aesthetic design objectives and Theme strategies. As the largest city in Northern California and • Highlights of the CWG dialogue on aesthetic tenth largest city in the U.S., San José has earned design. the name “Capital of Silicon Valley.” San José has transformed from a small fruit-canning town • Defining characteristics of the corridor to a growing urban center with the post-World War II housing boom followed by an aggressive • How to apply general guidance to the evolution to a center of high-technology and corridor. entrepreneurialism. Today San José is achieving • Context-specific guidance for each section global-city status as a significant center of world along the corridor. economy. As the urban center of Silicon Valley, San José is nurturing itself as a green global city, a model of sustainable urban development. 4 1. Defining Characteristics of San JosE Implications

The San José community values technological The following themes define the evolving physi- innovation in general. For structural engineering cal and cultural character of San José, as identified

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 25 and architecture, innovation needs to be applied Implications with a purpose, rather than as an end in itself. Given the rapid rate technological change, San For HST infrastructure design, the San José com- José sees the expression of technology as quickly munity values the accessibility and visibility of outdated. Therefore technology shall serve as a nature. Setbacks and use of HST right-of-way for behind-the-scenes enabler to facilitate elegance urban design and landscape design in urban ar- in engineering design, sustainable energy sys- eas is highly desirable as well as: tems and the infrastructure for public art that • Planting consistent with existing landscape can express the constantly changing, interactive environment nature of technological innovation. • Extensions to the urban tree canopy 4.1.2 Abundance of Nature • Use of the space under aerial viaducts for Theme pedestrian and bicycle trails One of San José’s most striking features is a perva- • Public spaces that support active land uses sive active outdoor lifestyle, with nature highly accessible and visible throughout the City. San José • Landscape screening with native, drought has a wide range of natural systems and ways to ex- tolerant plantings perience those systems, including preserved open space, habitat and hillsides with wildlife present. 4.1.3 Home to a Diverse and Thriving There are established urban tree canopies in older, Population walkable residential neighborhoods, abundant parklands, trails, backyard gardening, pedestrian Theme and bicycle activity, as well as traditional outdoor urban spaces such as plazas and cafes. San José is defined by the diversity, high education and achievement of its cosmopolitan population.

26 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR San José is one of the most international cities in great city. Envision San José 2040 identifies the America. Building on its strong Spanish and Mexi- following ten over-arching ideas that advance can cultural heritage, San José has become home the city’s vision for the physical development: to the largest populations of Chinese, Vietnamese and Indian residents within the Bay Area. Closely • Community based-planning. Engage linked to San José’s diversity is the emphasis the extensive and meaningful community and City and its residents give to the achievement of stakeholder input. social equity within the community. • Regional employment center. Shift focus Implications of the City’s growth to support San José as regional employment center. The diversity of the San José community shall be respected through local community participation • Fiscally strong city. Establish balance of fiscal in HST infrastructure design. Community engage- costs and revenues to deliver high-quality ser- ment on street connectivity, sound and retaining vices consistent with community expectations. walls design, grading, public art and other areas • Focused growth. Enable economic growth, where HST infrastructure touches communities fiscal sustainability, environmental stew- will express local values. ardship and support new attractive urban 4.1.4 Urban Planning Concepts neighborhoods. • Urban villages, corridors and regional Theme transit hubs. Create walkable, bicycle San José is also defined by its commitment to best friendly, transit-oriented mixed-use urban practices in urban planning with its growth to- settings for new housing and job growth. ward becoming a more prominent and complete

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 27 • Complete streets, grand boulevards, and 4.1.5 CWG Discussion on San José HST main streets. Design streets for people, Aesthetic Design Criteria rather than autos. Connect neighborhoods Functional Infrastructure: together, and shape pedestrian-oriented The Community Working Group (CWG) envisions Functional HST infrastructure streets as destinations for neighborhood the HST system as a legacy project for the City, components satisfy the activity. with potential to realize unprecedented contribu- tions to the character and livability of the City. overarching goals of design • Destination downtown. Support downtown Key points of the CWG discussion on aesthetic excellence while recognizing the growth as the City’s vibrant, urban, cultural, design are as follows: arts, entertainment, culinary and sports importance of local context . For center, with distinctive work environments • “Golden thread.” The HST system should example, a functional station and unique high-rise residential living. be characterized as a “golden thread” with aesthetics that distinguish the HST system will be enclosed in a unique but • Greenline/urban growth boundary. from statewide highway infrastructure. The architecturally reserved skin . Define limits of the city’s urbanized area HST system connects the diversity of Cali- and preserve the surrounding hillsides as fornia communities together. The success Iconic Station: open space. of the “golden thread” will be how it weaves through the physical and cultural fabric of Local jurisdictions that prefer • Environmental stewardship. Advance the San José communities and touches the people city’s green vision and sustainability mea- a HST station to make a who live, work and visit San José. The visual sures to reduce greenhouse gases. design guidelines are to define what the more dynamic and impactful acceptable “golden thread” elements are for • Design for healthy communities. Support “architectural statement” than a San José. physical health of the San José community functional station may choose by promoting walking, biking, recreation • HST experience. The guidelines must foster to partner with the Authority and access to healthy foods, healthcare and the experience of HST trains and HST infra- safety services. in developing “iconic” station structure as an attractive asset contributing to the quality of life and identity of the City Implications architecture . from both near and distant points of view. These concepts are to be applied on how to in- • High-quality design for Diridon Station Signature Bridge: tegrate HST infrastructure design with the local area. An aerial alignment through San José’s context. For example, north of Diridon station, HST bridge infrastructure downtown should be well designed and where the alignment crosses over private prop- of high quality to advance San José as the that makes a more dynamic erty, the City wants to focus growth on regional creative and cultural center of Silicon Val- and impactful "architectural employment, so the aerial viaduct and support- ley. The guidelines are to support the City’s ing columns need to be designed to support the statement" than that made by creation of a world-class visual environment land uses envisioned in the Diridon Station Area for the Diridon Station through high quality functional infrastructure . Plan. architecture, public art and urban design. The design of the HST infrastructure shall

28 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Example Structural Concept: I-280 crossing with balanced cantilever viaduct

Example Structural Concept: I-280 crossing with transverse arches

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 29 integrate with the development of the sur- • Redesign Monterey Highway. To support Transportation Resources rounding station area. reducing the width of Monterey Highway for use as the right-of-way for the HST project, Board Bridge Aesthetics • I-280 bridge. The CWG opinions diverged the guidelines are to identify how to reduce Sub-Committee regarding the design of a signature bridge the social barriers of the existing highway and structure crossing I-280. Everyone agreed Few creations of man define a place, an era, and enhance Monterey Highway to be an attractive, a people like an icon bridge . Bridges are designed that a bridge structure shall complement and multi-modal street that connects the residen- to provide access from one side of a separation not compete with views of the downtown sky- tial and commercial it serves together. East- to the other in a safe, functional, economic, and line and surrounding mountains. Opinions west crossings need improvement for young aesthetically pleasing manner; icon bridges, varied regarding the merits of a signature people to travel between home, school and however, serve an even greater function . They structure. One group felt the I-280 crossing become an integral part of the identity of a place parks. Sound walls and retaining walls shall and its people, and they, in fact, help to shape should be simple and sleek, whereas the other have careful design treatment. that identity . group considered the proposed transverse arches for a long span bridge structure as a • Protect scenic Coyote Valley. Coyote Valley What makes a bridge an icon bridge? Are there “place-holder” for a future design that can is the southern gateway to the Bay Area; it is a any defining characteristics that allow us to label reflect Silicon Valley’s spirit of innovation. All scenic resource to be protected and enjoyed by a bridge as an icon bridge? agreed that a bridge structure needs to relate everyone, including rail passengers. The guide- Based on responses to a survey about icon bridg- to the design of Diridon Station. Large-scale lines need to ensure that HST infrastructure es, as well as information garnered from bridge public art that is changeable and interactive will complement, and not detract from, the engineering references, the following are some can contribute to how people can experience scenic and aesthetic quality of the open space. of the defining characteristics of icon bridges . the bridge by driving through it, or walking Wildlife crossings are essential and must be Although an icon bridge may not necessarily pos- designed following robust scientific wildlife sess all of these characteristics, it can be judged to where it can be seen from the downtown or based on the number and the extent of these surrounding neighborhoods. corridor design principles. The guidelines qualities that it possesses . need to highlight the historic and agricultural • Preserve neighborhood scale and char- context of Monterey Highway. 1 . Size . Icon bridges are often characterized by acter. HST infrastructure needs to relate to massive size, stretching the limits of man’s human experience, as viewed from pedestrian • Engage artists. Public art and artist par- ingenuity and resources . Whether they pos- eye level, in context, and in relationship to the ticipation are to be integral to the design of sess longer spans, taller towers, or higher superstructures, icon bridges often exceed scale and character of neighborhoods. HST HST infrastructure, especially where pedes- the scale of previous similar structures . infrastructure shall be well maintained, and trians and bicyclists experience the project at designed to minimize graffiti. Urban design neighborhoods along the corridor. Local artists 2 . Innovation . Icon bridges are generally should connect neighborhoods together are to participate, especially where the HST ahead of their time . They provide unique through multi-modal street design, public system connects to neighborhoods. There is and creative solutions to crossings that may have seemed impossible . They are original, art and landscaping where people cross the an opportunity to celebrate the history of the not merely a copy of another bridge . They HST alignment. The guidelines are to protect people and places, “where they have been and may push or break the limits of engineering distant views to the downtown skyline and where they are going." There should be a mix knowledge for the era in which they were mountains as well as eliminate or redesign of small and large works at alignment cross- built . In addition, they are often constructed unattractive structures such as straddle bents. ings, Diridon Station, I-280 and other loca- using advanced materials and techniques .

Continued on next page

30 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Transportation Resources Board Bridge Aesthetics Sub-Committee (Continued)

3 . Beauty . Icon bridges are beautiful to behold . Whether through their form, their color, or their lines, an icon bridge creates a lasting impression . Icon bridges are among the most photographed objects in the world and are often featured on postcards and calendars .

4 . Location and surroundings . Icon bridges appear to have been custom-made for their surroundings . They are often graced with beautiful settings and are often located along the main- streams of society . Icon bridges are harmonious and complementary to their surroundings; they are ideally-suited for their location .

5 . Simplicity . Icon bridges generally display how Example Structural Concepts: I-280 transverse arches at night they work . They are natural; their behavior is obvious and makes sense . They are generally simple and understandable to the general tions. Larger elements can provide an ongoing 4 .2 Citywide Objectives & public . sense of change (i.e. through movement, light Strategies or interactivity). Technology can be used and 6 . Landmark . Icon bridges become landmarks . They are easily recognized by the general public, referred to, but given how quickly technology and they take on a symbolism for the people or is updated, shall not be the primary feature. This section describes citywide objectives and nation for whom they were built . Icon bridges strategies to shape the aesthetic design of HST are of their own time . • Effective implementation with community infrastructure to fit the San José context. participation. The guidelines are to have a 7 . historical Significance . Icon bridges frequently clear and effective implementation plan that 4.2.1 Achieve Aesthetic Design hold historical significance . They are often the involves the community in decision-making. Excellence for HST Infrastructure first of their kind, and they sometimes possess a unique historical or engineering significance . The size and scale of the project necessitates foresight and guidelines that describe how to Objective 8 . Longevity . Icon bridges are often characterized design the HST system in San José to create by longevity . Whether marked by age or simply excellence in engineering design that meets a) Design HST aerial structures and supporting age for the type of design, an icon bridge has the City’s quality of life, aesthetics and design infrastructure to be aesthetically refined, well stood the test of time and remains standing in proportioned and “functionally elegant.” all its glory, faithfully serving the people for preferences. whom it was built .

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 31 Strategies 4.2.2 Enhance Community Livability

a) Utilize best-practice engineering design and tech- Objectives nology for HST aerial and at-grade infrastructure. The City’s highest priority is to maintain and en- b) Integrate public art as part of the overall hance community livability. Aesthetic design of design of HST infrastructure in San José. HST infrastructure shall: Participation of artists as members of the rail and station design teams shall ensure public a) Relate to the scale and character of San José art that is sensitive to the needs and desires residential neighborhoods, business districts, of the community and passengers, create industrial areas and downtown development. opportunities for small and large scale public art experiences, and express the cultural and b) Support the development of the City’s vision artistic diversity and innovation of San José. for its future growth as a “more prominent and complete great city,” as described in Envi- c) Establish an aesthetic design review process sion San José 2040 and the Diridon Station acceptable to the CHSRA and City. Area Plan

c) Facilitate community connectivity and access to transit

d) Promote public use of the alignment right- of-way under aerial structures as accessible, visible, safe and attractive public places.

32 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Example of development opportunities along corridor Example of development opportunities under corridor e) Maintain views to Santa Cruz Mountains, 4.2.3 Enhance San José’s Identity Diablo Range and the downtown skyline. Objectives f) Engage civic and community participation in the aesthetic design process. a) Advance the City’s vision to create an iconic design for Diridon Station and a world-class Strategies destination for the station area. a) Where alignment crosses over public and b) Create a high-quality, well-designed aerial private property, design HST infrastructure to alignment through downtown. facilitate development consistent with City’s General Plan goals. c) Design the I-280 crossing as a possible signature long span bridge that visually relates to b) Consult with the City to identify opportuni- the design of Diridon Station. ties for public use of the right-of-way under aerial viaducts. d) Design an identifiable HST bridge crossing at the I-880 crossing near Coleman Avenue and c) Employ urban design to enhance connectiv- at the US 101 crossing north of Morgan Hill. ity of the Diridon station to the surrounding neighborhoods, considering the work of the Diridon Good Neighbor Committee and the Diridon Station Area Plan.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 33 Strategies d) Establish a collaborative CHSRA and City project team to integrate the design of the a) Design aerial infrastructure column spacing approach alignments and Diridon Station as a to facilitate development of Diridon Station unified architectural and engineering project. Area Plan. e) Employ lighting to enhance the nighttime b) Develop a program for City and CHSRA aesthetics of aerial viaducts in downtown review, selection and refinement of alterna- and across I-280, while minimizing glare and tives for I-280 bridge structure. light impacts to residential neighborhoods.

c) Develop a program for large-scale public art f) Implement design for both the alignment and associated with the I-280 bridge structure the station that is sensitive to the many cul- that is changeable and interactive, and tures that constitute the San José community. contributes to how people can experience the bridge by driving through it, or walking to where it can be seen from the downtown or surrounding neighborhoods.

34 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR 4.2.4 Complement Scenic and Strategies Agricultural Open Space a) Ensure the visual design guidelines apply to Objectives both alignment alternatives in Coyote Valley. a) Complement and protect the scenic open b) Maintain and enhance the historic and agri- space, hillside and agricultural environments cultural context of Monterey Highway as the in Coyote Valley. “El Camino Real.” b) Minimize the impact of the environmental c) Preserve existing public access to open space footprint HST infrastructure on natural through trails and trail access under aerial systems, significant vegetation and habitat. structures where feasible c) Preserve Coyote Valley as the open space buffer d) Implement EIR/EIS biologist recommenda- between San Jose and Morgan Hill, with its dis- tions to restore natural habitat and habitat tinct agricultural history and rural character. continuity around the structures where impacted; design wildlife crossings according d) Maintain views to distant mountain ranges to scientifically accepted methodology and (Santa Cruz Mountains to west or Diablo in cooperation with any current or planned Range to the east). wildlife corridor master plans. e) Preserve existing public access to open space.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 35 4 .3 Defining Characteristics of The physical context for each character area is de- the San Jose COrridor scribed in Context Specific Guidance (4.5). 4.3.2 HST Vertical Alignment 4.3.1 Six Character Areas The HST vertical alignment adapts to available The Guidelines process identified six distinct char- right-of-way along the Caltrain and the UPRR acter areas along sections of the corridor: right-of-way and to the urban context. From north to south the HST vertical alignment varies as • Section 1: Santa Clara City Border to Diridon follows: Station • Aerial viaduct extends along the Caltrain right- • Section 2: Diridon Station of-way from the City of Santa Clara border south rises southeast and descends over US • Section 3: I-280/SR-87 to Tamien Station 880, extends east of CMPF and south to enter • Section 4: Tamien Station to Communications Diridon Station. Hill • From Diridon Station, the aerial viaduct • Section 5: Monterey Highway continues south and turns east to cross above I-280, turning south along the east side of SR • Section 6: Coyote Valley 36 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR 87 over Tamien Caltrain Station and descending Aerial viaducts are predominantly short span girders, Jose Diridon Station will showcase the scenic land- to grade at Almaden Expressway. with long span sections at major street and highway scape of the South Bay after crossing the Diablo crossings, the over-crossings are Los Gatos Creek, Range and entering southern Santa Clara Valley at • At-grade along the east side of the Caltrain I-280, SR 87, Tamien Station, UPRR and US 101. For a Gilroy. The arrival sequence will be: right-of-way from Alamaden Expressway detailed description of the alignment see individual through the Communications Hill gap to sections in Context Specific Guidance (4.5). • Viewing the scenic hillsides of Coyote Valley overcrossing UPRR and descending to at-grade and the agricultural green belt while travel- along the east side of UPRR. 4.3.3 Viewer Experience ing north along the UPRR along Monterey Highway or US 101. • At-grade along Monterey Highway to Tulare The relationship of the alignment to the character Hill in Coyote Valley. areas along the corridor determine a HST traveler’s • Seeing the widening of Santa Clara Valley, experience of the arriving and departing San Jose crossing into San Jose residential neighbor- • For the two Coyote Valley Alternatives, one is Diridon Station, as well as the observer’s experi- hoods and industrial areas along the rebuilt at-grade along the Monterey Highway, and the ence of HST infrastructure from points along the Monterey Parkway, crossing over UPRR and second ascends to an aerial viaduct crossing corridor from ground level. continuing north through the Communica- Coyote Creek and continues west of US 101 tions Hill. along the Diablo Range, returns to grade at HST Traveler Coyote Golf Course and extends south as an • Gradually rising up from at-grade to elevated aerial viaduct crossing US 101. For a HST traveler visiting from Southern Cali- views of established tree-lined residential fornia or the Central Valley, traveling to the San

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 37 neighborhoods and commercial areas with 4 .4 hoW TO APPLY THE views across Santa Clara Valley to the east and GUIDELINES west along SR 87 above Guadalupe Creek. This section describes how to apply the Guidelines. • Slowing and crossing west over SR 87 and I-280 and north to Diridon Station, with Citywide Objectives panoramic views of downtown San Jose, San Francisco Bay and Diridon Station. Apply High-Quality Aesthetic Design (4.2.1), Enhance Community Livability (4.2.2) and • Entering Diridon Station to arrive at vibrant Enhance San José Identity (4.2.3) to the en- downtown San Jose. tire corridor. Apply Complement Scenic and Agricultural Open Space (4.2.4) to Section 6: • Exiting Diridon Station to descend north Coyote Valley. elevated through the heart of Silicon Valley industrial areas with views to the east of San General Design Guidance Francisco Bay and East Bay Hills and to the west of established residential neighborhoods, General design guidance provides design intent commercial districts and the Santa Cruz and/or design guidelines for application along mountains. the entire corridor as follows:

Ground Level Observer • Aesthetics (3.1) describes aesthetic design intent To simulate ground-level views, visualizations of what the HST system will look like in context with • HST Infrastructure (3.2) provides design the implementation of the Guidelines are illus- guidelines as described below. trated for the six corridor sections in the Context • Urban Design (3.3) identifies urban design Specific Guidance (4.5) section. guidelines for how to site HST infrastructure

38 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR the urban design guidelines site HST infrastructure responsively to the local context...

responsively to the local context, with the loca- and city context. Use Straddle Bent (3.2.1.7) if 4 .5 CONTEXT SPECIFIC tions and specific guidance in Context Specific there is no other feasible or reasonable solutions GUIDELINES Guidance (4.5) to avoid straddle bents. Abutments (3.2.1.5) address aesthetic design for viaduct transitions Each section provides context specific aesthetic • Landscape (3.4) outlines objectives and strate- (aerial to at-grade) and bridges. Use Materials design guidance, organized as follows: gies to apply corridor wide, and design guide- (3.2.4), Finishes and Colors (3.2.5), Graffiti lines to apply to locations identified in Context Prevention (3.2.6) and Lighting (3.2.6) to guide • Proposed project features and section map Specific Guidance (4.5) selection for consistency of treatment through- that indicate the type and location of aes- out the corridor. • Public Art (3.5) describes program, process and thetic design features to enhance preliminary engineering desired outcomes to apply to the design process Context Specific Guidance for the corridor. • Description of the existing context For the six sections see Context Specific Guid- Apply HST Infrastructure (3.2) guidelines as ance (4.5) for location specific guidance on HST • Description of the alignment follows: Select compatible Girder Shape (3.2.1.1), infrastructure, new and rebuilt street crossings, Column/Pier Shape (3.2.1.2) and Parapet sound and retaining walls, lighting, urban de- • Design objectives specific to the section (3.2.1.3) shapes to support HST tracks and the sign, landscape, fencing, public art and HST sta- Overhead Catenary System (3.2.1.6). Viaduct tion design. Apply general design guidance for • Desired outcomes of the envisioned result Spans (3.2.1.3) apply throughout the corridor at Retaining Walls (3.2.3), Sound Walls (3.2.2), with the implementation of the Guidelines urban, natural and topographical feature cross- Urban Design (3.3) Landscape (3.4) and Pub- • Section-specific aesthetic design guidance ings. Center and distribute spans to shape a har- lic Art (3.5) per locations and specific guidance for the proposed project features monious relationship between HST infrastructure as identified in Section Specific Guidance (4.5). Section-specific design guidance complements the application of general design guidance. Ap- plied together, HST engineering can achieve the objectives of aesthetic design.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 39 SECTION 1

A Existing Viewpoint: I-880, looking east A Simulation Viewpoint: I-880, looking east

4.4.1 Section 1: Santa Clara Border to the tracks by paved undeveloped areas, with uses Diridon Station associated with Caltrain operations. Roadways have minimal landscaping. Tree-lined single- Existing Context family residential neighborhoods are located to the west of the industrial uses. Section 1 extends 2.2 miles from the Santa Clara city border to Diridon Station. The predomi- Alignment Description nant landscape is industrial with two areas of moderate urban density along the corridor. The In Section 1, the new alignment will be construct- first area, to the east of the tracks, is one- to ed for HST only. Caltrain tracks are at grade and two-story big-box retail development with all crossings are grade-separated. The Altamont surface parking. The second area, to the west Commuter Express, Capitol Corridor, Amtrak and of the tracks and the Historic Diridon Station, Union Pacific Railroad (UPRR) use the corridor is the Alameda Street business district with with freight service. The future BART extension older one- to two-story commercial buildings will run alongside this section, primarily in a tun- and new two- to six-story pedestrian-oriented nel. With the one aerial viaduct alignment pro- mixed-use development. Low-profile industrial posed, there are two scenarios: buildings with surface parking are setback from

40 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Santa Clara to Diridon

Proposed Project Features

1 Provide long-span bridge crossing I-880 . 4 Maintain Stockton Avenue across Hedding . 7 relocate traction power substation .

2 Provide pedestrian crossing over Hedding . 5 Provide tree screen from Hedding to Taylor . 8 Coordinate column orientation and spacing with land use . 3 Grade separate Hedding Street below Caltrain 6 Abandon existing tracks (freight) . tracks (two lanes with sidewalks and bike lanes) . 9 Provide daylight through four-track viaduct between two-track girders (to be evaluated) .

10 Implement pedestrian sidewalk improvements .

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 41 B Existing Viewpoint: Hedding, looking east B Simulation Viewpoint: Hedding, looking east

• Diridon Station as a terminal station - Four Section Objectives tail tracks would extend north from the sta- • Create an attractive long-span structure over tion to just south of Hedding Street to allow I-880 that minimizes visual impact to views for operational movements involved with of the surrounding hills. turning back trains toward the south. • Integrate aesthetic design of station approach • Diridon Station as an inline station - As part infrastructure and Diridon Station to create a of a project extending HST service to San unified, coherent HST project. Francisco, four tracks would extend north and transition to two tracks between Lenzen • Advance implementation the Diridon Station Street and Cinnabar Street. Area Plan through aesthetic design of the HST infrastructure. In both scenarios, a two-track aerial viaduct will extend from the end of the four-track portion to Desired Outcomes the Santa Clara border south crossing over I-280. For both scenarios, the design of the station • Industrial and employment development (platform locations, access points, etc.) is the adjacent to and under aerial structures is same and a traction power station would be located at Stockton Avenue and University Avenue.

42 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Aesthetic design shall have a unified vision for Diridon Station and the station approach infrastructure...

supported by arrangement of viaduct spans either an interim or final end of the aerial and columns without impact to existing street structure at Hedding Street. connectivity. • Locate columns to maintain Stockton Avenue • Rebuilt grade-separated street crossings are and University Avenue street connection. designed per General Plan designation and City street design standards. • Regularly space columns to create a unified and ordered design of the alignment as it • A smooth transition is designed from a transitions in elevation from the City of two-track aerial viaduct to a four-track aerial Santa Clara to Diridon Station. viaduct. An unsightly abrupt change in cross sections is avoided. Potential temporary • Split the four-track aerial viaduct approach terminus of an aerial viaduct does not look to Diridon Station to have daylight between temporary. the pair of track sections.

Section Guidelines Street Crossings

HST Infrastructure • At the Hedding Street undercrossing grade separation, rebuild street per City General • Transition the design of the terminus of the Plan as a two-lane street with pedestrian tail tracks to avoid a visually abrupt end, for ways and bicycle lanes.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 43 • At the Alameda/Santa Clara Street, rebuild DEFINING BICYCLE LANES • Maintain the Stockton Avenue connection street and Caltrain bridge to have pedestrian over the Hedding Street undercrossing and bike access and plant continuous street to maintain the connection to University trees at pedestrian level for pedestrians and Bike Paths (Class I) Avenue. bikes. Trails separated from the road • Provide an at-grade cover over the street Sound Walls undercrossing for pedestrian, bicycle and vehicle access at Bellarmine College Prepa- Bike Lanes (Class II) • Provide sound walls at the College Park ratory. On-street facilities with signs neighborhood and Bellarmine campus, with attractive fencing and landscaping along • Maintain pedestrian and bike connections at and roadway stripes the corridor that reflects the residential and Bellarmine campus, provide a partial cover campus environment. over the grade separation to facilitate campus Bike Routes (Class III) access across the street right-of-way. On-street facilities with signs, but no roadway stripes

Santa Clara

44 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Cross Section: Section 1, Bellarmine College

Lighting and Landscape

• At the Hedding Street underpass, provide adequate lighting for pedestrian and bicycle safety, and landscaped “living walls” to reduce potential for graffiti.

Public Art

• Identify locations for public art that is part of the urban experience and can be experienced at different scales and speeds.

Santa Clara Street cross section with HST viaduct, Caltrain bridge, pedestrian path and roadway underpass.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 45 SECTION 2

C Existing Viewpoint: The Alameda, toward station C Existing Viewpoint: The Alameda, toward station

4.4.2 Section 2: Diridon Station to Park tion boundary is a 12.5-acre area and includes the Avenue depot building, the W. Santa Clara Street underpass, tracks at the station, the butterfly passenger Existing Context sheds, and the car cleaner’s shack. The station is located adjacent to surface parking lots and the Section 2 extends 0.5 miles from W. Santa Clara HP Pavilion to the east side of the rail tracks and Street to W. San Carlos Street. This area is cur- multi-story residential land uses to the west. The rently occupied by the existing Diridon Station City of San José is currently preparing a Station which serves numerous passenger rail and transit Area Plan for land with redevelopment potential services, including Caltrain, Capital Corridor, Al- in proximity to the station. The draft Station Area tamont Commuter Express, Valley Transportation Plan recommends that east of the station be re- Authority Light Rail and bus services. The exist- developed with a Major League Baseball stadium ing conventional heavy rail and light rail plat- and mixed-use development with entertainment forms are located at grade and accessed via an un- and retail on the ground floor. derground pedestrian tunnel. The existing station depot building is listed on the National Register The station area has been extensively studied in of Historic Places and is listed as a City of San José other, existing planning documents. The design City Landmark. The National Register nomina-

46 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Diridon Station to Park Avenue

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 47 Proposed Project Features

11 hST station with two island platforms and four 12 Platform canopies extend along length of plat- tracks . forms to south of Santa Clara Avenue . Platform canopies shall not cross over Santa Clara Street and extend north .

13 Passenger concourse and main station entry 14 Mezzanine level above Caltrain tracks and below north of the historic depot . HST platforms connecting HST and Caltrain platforms and with east-west pedestrian access across Caltrain tracks .

48 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR 15 A public plaza faces the main station entrance with 16 Secondary entrance and connection to the mez- 17 Direct connections for passengers transferring from active ground floor uses directly accessing the plaza zanine level on the west side of the tracks . The HST to commuter services at the historic depot . with retail, commercial or public uses . Flexible plaza HST station shall provide a directly visible and Maintain view corridors down Santa Clara Street design to accommodate a variety of uses such as a accessible route to attract travelers from the and the Alameda towards Mt . Hamilton . A prominent farmers' market or cultural events . street level through the station ground level up architectural feature of the HST station shall be to the mezzanine level . Provide station access visible from a distance, from new streets located to and pedestrian connectivity through the station the east of the station or Santa Clara Street . at the mezzanine level serving east-west and north-south routes of travel . Station access and pedestrian connectivity shall be directly visible at street level from neighborhoods with multiple access points from the east, west, north and south of the station .

18 Direct connections for passengers transferring from HST to commuter services at the historic depot . Create a sense of openness with tall, generously proportioned and expansive spaces in the station . Provide transparency and visibility through the HST station building when viewed from the west or east . IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 49 D Existing Viewpoint: Santa Clara Street, looking west D Simulation Viewpoint: Santa Clara Street, looking west

of the aerial alignment through this area and the Design Objectives HST station shall comply with the recommenda- tions in the Diridon Area Station Plan and the Aesthetic Design Diridon Station Area Good Neighbor Committee • Create a unified, coherent project that inte- Framework for Implementation. grates aesthetic design for Diridon Station Alignment Description and station approach infrastructure north and south of the station. In Section 2, the HST tracks will be elevated approximately 70 feet over the existing conventional Architectural Character heavy rail alignment. Four tracks will be provided • Reflect the Silicon Valley spirit of innovation in the station area. A new HST station will be built and San José’s rich history of progress through to the north of the existing station building. The world-class architecture. new HST station will have a main entrance facing east, with a passenger concourse located at the • Acknowledge San José’s agricultural history plaza level. A mezzanine level will provide HST and verdant character by incorporating land- passenger access to all four tracks with two island scaping features prominently. platforms. Secondary entrances from street level to the mezzanine are to the west of the Caltrain tracks and south of the historic station.

50 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR E Existing Viewpoint: Diridon Station E Simulation Viewpoint: Existing Diridon Station and HST Station Sense of Place including high-volume commuter facility, long-distance train station, and intermodal • Create a strong sense of place for the Diri- passenger hub. don area, with the station at the center of a vibrant, walkable, urban mixed-use district. • Incorporate sustainable design features. The Diridon area is to be a recognizable destination that identifies San José as the center of • Optimize legibility and way finding. Silicon Valley, the technological capital of the • Ensure the flexibility of phased implementa- world. tion as new transit services are added over • Integrate with and complement adjacent land time. uses. Multi-modal Access and Circulation • Allow for the installation of significant public • Encourage multi-modal station access and art. ,including walking and cycling. Functional Design • Design for universal accessibility. • Create a transportation facility that is • Maximize accessibility and connections to highly functional for passengers and opera- adjacent neighborhoods. tors. Balance the multiple station functions

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 51 Cross Section: Section 2, Alameda-Santa Clara

Desired Outcomes ing speakers away from residential neighborhoods. • Diridon Station and station approach infrastructure to the north and south of the Section Guidelines station are unified and aesthetically refined when viewed from streets and public places HST infrastructure on both sides of the alignment. • Design HST station straddle bents and • Aesthetic design of the HST Station and HST haunched or constant depth girders to meet infrastructure advances implementation the in the same plane and be equal depth if Diridon Station Area Plan, including public possible. The bent span should be kept as access and use of land under aerial struc- short as possible, with the girder centered on Park Avenue structures tures. the bent span. The cross section of the bent span should reflect the girder span. Where • Historic resources are protected and columns flair to meet the beam, provide space respected through appropriate scale and for beam seats. The bent columns should flare proximity of the HST station building, into the bent-beam, with the beam flare fol- functional integration of HST station and lowing the slope of the column in section. historic depot rail services and shared access to transit services. Station Access

• Light spillover is minimized from the HST • Provide clearly defined zones for passenger station building to the neighborhood west of and taxi pick-up and drop-off in proximity to the station. the main HST station entry and well coordi- nated with major pedestrian routes. • Sound spillover impacts are minimized from announcements at the HST station by orient-

52 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Functional Diridon Station Iconic Diridon Station: Example 1 Iconic Diridon Station: Example 2

• Enhance the pedestrian and bike undercross- • Station design shall be responsive to San ing at Santa Clara/The Alameda. José’s mild climate, using natural ventilation and open air spaces to the extent possible. • Provide well-designed and sufficient bicycle parking, including a secure bicycle parking Station Relationship to Historic Depot station and space for a potential bicycle repair shop. • The HST station shall be compatible in terms of scale and massing to the historic depot. Station Orientation The Cahill elevation of the new HST station shall not overwhelm the historic depot in • The HST station building shall be oriented terms of height and proportion. east towards downtown and Cahill Street, with HST station architecture addressing the • To create a public plaza of sufficient size, the Iconic Diridon Station: Example 3 views from the west side of the station and southern elevation of the HST station shall aerial HST platforms. be located a minimum of 150 feet from the north wall of the existing station. Station Architecture Landscape Character • The HST station architecture shall reflect the character and aspirations of San José. • Select and prominently locate landscape features that acknowledge San José’s agricul- • Design for a variety of visitor experiences tural history and verdant character. including first-time users, commuters and long-distance travelers, individuals and travel groups, greeters and station visitors, and attendees of sports and special events.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 53 SECTION 3

F Existing Viewpoint: Bird Avenue, looking west F Simulation Viewpoint: Bird Avenue, looking west

4.4.3 Section 3: I-280/SR-87 Crossing

Existing Context

Section 3 extends 1.5 miles from Park Avenue to Tamien Caltrain Sta- tion. The landscape south of Diridon Station to I-280 is moderate urban density commercial and residential uses. West of the tracks is the Dupont/McEvoy area with single-story industrial and three- to-four story moderate density residential buildings. Roadways have minimal landscaping. East of the tracks is Royal/Auzerais single- story commercial area with surface parking and Park/San Carlos neighborhood with mixed single family and low-rise multi-family residential and retail/commercial uses with uneven back-yard landscaping. Roadways in both areas have minimal landscaping. At West San Carlos Street the tracks cross the Los Gatos Creek leading the Guadalupe River Park.

F Simulation Viewpoint: Bird Avenue, looking west with fuure development

54 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR I-280/SR-87 Crossing

Proposed Project Features

19 Provide daylight between two-track viaduct struc- 21 Develop column orientation and spacing to 23 Implement gateway improvements at the Bird tures . support future park site uses, reduce number of Avenue and Auzerais Avenue intersection . straddle bents and enable development at the 20 Minimize the number of columns with the use of Royal/Auzerais area per the Diridon Station Area 24 Implement I-280 long-span bridge structure . long-span balanced cantilever construction for Plan . approach to Diridon Station and I-280 long-span 25 Maintain/restore Guadalupe Park Trail . bridge . 22 Provide opportunity for active public use of space 26 Provide trailhead plaza for Route 87 Bike Path . under the viaduct .

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 55 G Existing Viewpoint: Bird Avenue, looking north G Simulation Viewpoint: Bird Avenue, looking north

The Diridon Station Area Plan envisions open Alignment Description space to the south and a potential ballpark to the east of the station. Future higher density, multi- The four-track aerial alignment turns to the east story employment, residential, hotel and retail immediately south of the elevated San José HST uses are envisioned to the west and east of the platforms, separating from the existing Caltrain tracks. South of I-280 and to the west of SR 87 right-of-way. The four-track aerial transitions to is the Greater Gardner neighborhood, comprised a two-track aerial as it crosses over the intersec- of older single-family residential. To the east of tion of Bird Avenue and Auzerais Avenue. The SR 87 is the Washington-Guadalupe area, an alignment extends over the right-of-way of I-280 older single-family residential neighborhood. and turns south along the eastern edge of SR-87 Extending along SR 87 is the Guadalupe River along the Guadalupe River at Virginia Street. It open space and trail. The existing environment passes over West Virginia Street and continues at the Tamien Caltrain Station area includes an along SR-87, and at Willow Street partially ex- undeveloped parcel, surface parking, daycare tends over the existing Caltrain right-of-way over and the first phase of a high-rise residential tran- the Tamien Caltrain Station. sit-oriented development. Future higher density transit-oriented development is planned for the station area.

56 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR H Existing Viewpoint: Bird Avenue at I-280 ramp, looking east H Simulation Viewpoint: Bird Avenue at I-280 ramp, looking east

Design Objectives Desired Outcomes Design Guidance

• Create a unified, coherent project that • HST Infrastructure design supports devel- HST Infrastructure integrates aesthetic design for both station opment of the Diridon Station Area Plan. approach infrastructure and Diridon Station. • Use long span balanced-cantilever construc- • New gateway design at Bird Avenue and tion to increase spans, reduce the number • Advance implementation the Diridon Station Auzerais Avenue with landscaping, street of columns and straddle bents, frame views Area Plan through aesthetic design of the HST trees, mini-park and pedestrian improve- on cross streets and minimize the impact on infrastructure. ments under the aerial viaduct. private property south of Diridon Station to I-280. • Create a long-span structure over I-280 and • An I-280 long-span bridge structure will SR- 87 that is consistent with the Diridon create an identifiable landmark for down- • Collaborate with City and community on col- Station design, complements the downtown town San José. umn location and traffic calming to eliminate skyline and minimizes impacts to views to the a straddle bent at Royal Avenue. hills to the east and west. • Guadalupe Park trail will be maintained and enhanced where the location of HST infra- • Split the four-track aerial viaduct approach structure modifies the trail. to Diridon Station to provide daylight between the pair of track sections.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 57 I Existing Viewpoint: Gardner Academy, toward crossing I Simulation Viewpoint: Gardner Academy, toward signature bridge

Urban Design

• Maintain pedestrian and bike connections along Los Gatos Creek.

• Coordinate with City and community on gateway design for the intersection of Bird and Auzerais Avenues consistent with the Diridon Station Area Plan.

I Simulation Viewpoint: Gardner Academy, toward functional bridge

58 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Cross Section: Section 3, Bird Avenue

Concept for unique structure for I-280, looking west Long-span haunched girder structure for I-280, looking west

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 59 SECTION 4

J Existing Viewpoint: Tamien Station J Simulation Viewpoint: Tamien Station

4.4.4 Section 4: SR 87/Communications Authority light rail line in the median and Class Hill I bike trail hugging the east side of the freeway; residential areas ranging from older single-family Existing Context residential to clusters of garden condominiums and a mid-rise residential building; and low-rise Section 4 extends 3.4 miles from the Tamien Cal- industrial buildings along the Caltrain/UPRR train Station to Monterey Highway near Fehren tracks. The area south of Tamein station is home Drive. The landscape is varied, including the SR- to industrial uses until Curtner Avenue, where 87 freeway, industrial uses, pockets of residential the railway tracks turn away from the freeway to uses and the slopes of Communications Hill. The cut through Communications Hill. Row houses area surrounding Tamien Station includes: the and mobile homes are across the tracks from each SR-87 freeway to the west with the Valley Transit other on the north side of the hill. A retained cut

60 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR SR-87/Communications Hill

Proposed Project Features

27 Aerial structure integration with Tamien Station 30 . New Three Creeks Trail connection from west of 33 “Natural” texture/color on retaining walls platform canopy . SR-87 to Almaden Road, including intersection with through Communications Hill . SR-87 trail and grade separations with HST and 28 Provide tree screening adjacent to residential areas . Caltrain/UPrr .

29 rebuilt landscaped Class I bike path along SR-87 31 traction power station landscaping . from Willow Street to Curtner Avenue . 32 Bike lanes and sidewalks on both sides of rebuilt Curtner Avenue overcrossing .

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 61 K Existing Viewpoint: Alma, looking west K Simulation Viewpoint: Alma, looking west

brings the existing railway tracks through Com- center of the station platform, the other row next munications Hill to the south, with a second mo- to the freeway. The aerial continues south, run- bile home community to the east of the tracks ning between the existing rail tracks and freeway, and industrial buildings further south. West of partially over the existing bike path. The aerial the tracks, the Lick Quarry and associated indus- ends north of Almaden Road, with the HST de- trial machinery and activity dominates the east- scending to pass beneath the Almaden Express- ern slope of Communications Hill. way overcrossing at the same grade as the existing railway tracks. This configuration, two tracks for Alignment Description Caltrain/UPRR and two tracks for at-grade HST falls within the existing rail right-of-way and con- In Section 4, the HST is a two-track aerial struc- tinues south. It passes under Curtner Avenue and ture just west of the Caltrain/UPRR tracks. At through the cut in Communications Hill towards the Tamien Caltrain Station, the HST is above the western station track, supported by straddle bents that have one row of columns placed in the

62 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR L Existing Viewpoint: Communications Hill Cut L Simulation Viewpoint: Communications Hill Cut

the Lick Quarry. At the quarry the HST tracks use of retaining walls with “natural” surface leave the Caltrain/UPRR tracks and climb onto an treatments and grading that contours to the aerial structure to pass over the Caltrain/UPRR hillside. tracks, descending on their east side, in the right- of-way of Monterey Highway. A traction power • Maintain pedestrian and bicycle trail con- station is located east of the railway corridor, just nectivity where impacted by alignment. to the north of Curtner Avenue. Desired Outcomes Design Objectives • Rebuild the Class I bike path under HST • Increase Tamien Station’s visibility with the aerial and alongside HST tracks as a safe, rebuilding of the Caltrain station’s platform open and publicly visible route with land- canopy. scaping and shade trees along the route.

• Minimize the visual impact of the expanded • Construct the Three Creeks Trail crossing cut through Communications Hill through of HST and Caltain/UPRR to allow a grade-

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 63 Cross Section: Section 4, Tamien

separated Class I bike path from west of • Consider translucent sound walls on aerial SR-87 to Almaden Road. structures to increase the appearance of a shallow structure. • Include landscaping at the traction power station to screen facility from all sides not Sound Walls facing the HST tracks. • Engage community in design of soundwalls. Design Guidelines • Where sound walls are located at grade, HST Infrastructure maximize the use of vine coverage on the wall or plant dense bushes and trees in front of the • Integrate the design of sound walls on aerial wall to minimize surface open to graffiti. structures with the girder to minimize abrupt changes in form and color.

64 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Communications Hill Residential Neighborhood

Street Crossings Landscape

• At Willow Street grade separation, provide an • Provide a landscape green-edge to the HST enhanced entrance to the SR-87 Class I trail corridor where it passes residences, parks, with small plaza and signage. roadways and paths.

• At Almaden Road, provide long-span struc- Public Art tures to complement the spans of SR-87. • Engage community in design, location and • At Curtner Avenue, rebuild the overcrossing integration of public art along soundwalls to include standard-width sidewalks and Class and retaining walls II bike lanes.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 65 SECTION 5

M Existing Viewpoint: Monterey Highway at Lick Quarry M Simulation Viewpoint: Monterey Highway at Lick Quarry

4.4.5 Section 5: Monterey Highway cluding the SR-85 freeway), due to the long-established combined rail and highway corridor. Three Proposed Project Features Existing Context of these connections, Capitol Expressway, Blossom Hill Road and Bernal Road, have long east-west 34 Minimize the number of straddle bents at the Section 5 extends 6 miles along Monterey High- approaches not conducive to pedestrians. Traffic Caltrain/UPRR crossing by increasing span length . way from Fehren Drive to Forsum Road. The pre- speeds are high on Monterey Highway; intersec- 35 Create well-landscaped parkway with Class I dominant landscape east of the HST is Monterey tion spacing is distant. This has caused the adja- bicycle and pedestrian path on the east side of Highway, lined primarily with residential uses cent residential areas to turn their backs to the Monterey Highway throughout entire section . with nodes of commercial retail and office uses at highway, with long stretches of soundwalls along most major intersections. West of the HST is the the roadway. West of the HST, the neighborhoods 36 Provide new or rebuilt pedestrian/bicycle cross- Caltrain/UPRR railway tracks, lined with residen- turn their backs to the UPRR/Caltrain tracks. ings that span Monterey Highway, HST and the tial development and some mixed commercial de- Caltrain/UPRR tracks at Branham Road, Blossom velopment. Both sides of the corridor are similar Alignment Description Hill Road, and Blossom Hill Caltrain Station . suburban development from the 1960-80‘s. There are only six connections from west to east (not in- Section 5 is largely defined by at-grade HST 37 Provide landscaping for new grade separations . with the reconstruction of Monterey Highway

66 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Monterey Highway

N Existing Viewpoint: Monterey Highway at Branham N Simulation Viewpoint: Monterey Highway at Branham

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 67 O Existing Viewpoint: Monterey Highway near Edenview O Simulation Viewpoint: Monterey Highway near Edenview

defining the visual change in the section. Near roadway will include two lanes in each direction Fehren Drive, as the HST leaves the Communi- with Class II bike lanes, landscaped median and cations Hill area, the HST alignment rises on a single left-turn lane where needed. The west- an aerial structure to pass over the Caltrain/ ern side of the roadway the existing walnut trees UPRR tracks from the west to the east. As the will be removed and sidewalks will be provided HST meets Monterey Highway, it descends and to connect bus stops to signalized crosswalks. changes from an aerial structure to a retained- On the east side, there will be a Class I pedes- fill structure between the roadway and Cal- trian and bike pathway, landscaped and shaded train/UPRR. As it nears the Capitol Expressway by trees along the length of the rebuilt highway. overcrossing, HST dips down into a trenched A sound wall enhanced with landscaping, art or section. The HST then returns to run at grade graphics will separate the roadway from the HST. between Monterey Highway and the Caltrain/ At three intersections (Skyway, Branham and UPRR tracks for the remainder of the section. Chynoweth), Monterey Highway and the inter- secting cross street will descend approximately To accommodate placement of HST in the exist- 25-30 feet so the cross street can pass under the ing right-of-way of Monterey Highway, the road- existing Caltrain/UPRR tracks and the HST. The way will be rebuilt, starting near the intersection remaining existing grade separations pass over at Fehren Drive. The new configuration of the Monterey Highway and will be modified so that

68 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Monterey Highway can be shifted to the east side • Make the Class I pathway along the east side of its right-of-way. of Monterey Parkway a feeder to the Coyote Creek Parkway. Establish and maintain trees Design Objectives and shrubs to shade users on the pathway.

• Rebuild Monterey Highway as a landscaped Design Guidelines parkway, including improved facilities for bicyclists and pedestrians. HST Infrastructure

• Ensure new undercrossings are inviting and • Use landscape and enhanced surface treat- safe for pedestrians and bicyclists. ments for the retained fill wall parallel to Mon- terey Highway north of Capitol Expressway. • Avoid visual monotony along Monterey High- way and create neighborhood identity through • Minimize the use of retaining walls to the landscape and public art. extent feasible.

• Engage local community members in the • Provide enhanced fencing along the top of the design of sound walls and streetscape HST trench wall on the Monterey Highway improvements along Monterey Highway. side.

• Improve Monterey Highway to build east-west • Where space permits, break up retaining walls neighborhood connectivity across the right- vertically into a series of landscaped terraces. of-way and link neighborhoods together. • Allow for space between Caltrain/UPRR and Desired Outcomes HST bridges to allow maximum light to pen- etrate to roadway beneath. • Establish identifiable bus stops to support transit use along Monterey Highway. Street Crossings

• Extend grade separations required to reach • New undercrossings will have design treat- the Blossom Hill Caltrain station 0to the ments on retaining walls where landscaped west side of the Caltrain/UPRR corridor, and terracing of the walls is not possible due to provide pedestrian and bicycle links from west available right-of-way constraints. to east to the Caltrain stations. • New undercrossings will have sidewalks suf- • Improve existing grade-separated street ficiently wide for pedestrian and bicycle users crossings will be improved with pedestrian and physically separated Class II bike lanes in and bicycle connectivity, street trees and land- the street. scaping, including new and rebuilt pedestrian and bicycle crossings at Branham and Blossom • Landscape improved overcrossings and ramps Hill Roads. that meet Monterey Highway as a continuation of greening of the corridor.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 69 Cross Section: Section 5, Skyway Drive

• Street crossings shall be designed to identify tions to reduce visibility of sound walls and neighborhoods along Monterey Highway. HST infrastructure. This may be accomplished through artwork, landscaping, signage or in combination. Public Art

Landscape • Identify locations along the infrastructure for public art that are part of the urban experience • Provide landscaping that creates a parkway and can be experienced at different scales and image for Monterey Highway and shaded speeds of travel. pathway for pedestrians and bicyclists. • Ensure neighborhood participation in develop- • Use the Class I pathway on the east side of ment of public art and design features. Monterey Highway as a connection from the neighborhoods to the Coyote Creek Parkway. • Consider developing interpretative representa- tions of a variety of cultures, local history, and • Transition landscape design from urban to environmental resources. rural/agricultural at Metcalf Road. • Consider implementing prominent way-finding • Provide signage leading bicyclists and pedestri- signage and design on bus stop shelters to ans from neighborhoods to new under cross- reinforce neighborhood identity. ings and pedestrian/bicycle overcrossings.

• Where feasible, provide landscape screening along HST right-of-way and at grade separa-

70 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 71 SECTION 6

P Existing Viewpoint: Coyote Valley South on US 101 South of Bailey P Simulation Viewpoint: Coyote Valley South on US 101 South of Bailey

4.4.6 Section 6: Coyote Valley Creek Parkway. This county park stretches from Morgan Hill in the south well into San José in Existing Context the north. Pockets of development occur south of Tulare Hill: an electrical generating plant and Section 6 extends s miles from Forsum Road, near large substation; the small community of Coyote, the Coyote Creek Lakes, to the Morgan Hill city just south of the power plant; and other instances border, near Burnett Avenue. The landscape of of commercial and residential buildings along Coyote Valley is generally a mix of agriculture and Monterey Highway. Agriculture in the area varies open space. US 101 passes along the base of the from sod farms to orchards. East of Coyote Creek, hills on the east side of the valley. Monterey High- The Coyote Creek Golf Club lines both sides of way bisects the valley’s agricultural area, which US 101 for about half the distance from the Bailey also includes scattered residential and commer- Avenue interchange to the freeway’s crossing of cial buildings. At the north end, Tulare Hill marks Coyote Creek. From north to south, Coyote Val- both the end of San José’s urbanized area and the ley is zoned North Coyote Valley Campus Indus- last undeveloped crossing from the Diablo Range trial area, mid-Coyote Urban Reserve, and Coyote to the Santa Cruz Mountains, a prime wildlife Greenbelt to the south to Morgan Hill. corridor. Coyote Creek runs between US 101 and Monterey Highway and is the focus of the Coyote

72 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Coyote Valley

Proposed Project Features

38 Commence the aerial structure as soon as feasible 41 Employ longer-span girders as feasible to as the US 101 alignment ascends up from Monterey reduce the number of straddle bents necessary Highway to minimize the height of retained fill . to cross US 101 at Coyote Creek .

39 “Natural” texture/color on retaining walls along Tulare Hill .

40 Provide widened median for Monterey Highway south of Tulare Hill for aesthetics and to enhance wildlife crossings of the roadway

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 73 Q Existing Viewpoint: Coyote Valley 101 North at Coyote Creek Q Simulation Viewpoint: Coyote Valley 101 North at Coyote Creek

Alignment Description from the southernmost edge of the residential neighborhood on Pegasus Court to the Metcalf In Section 6 there are two potential HST align- Energy Plant. This would allow for the HST to ments, diverging near Forsum Road on Mon- make the same curve without a speed restriction. terey Highway. Both alignment alternatives are under consideration in the CHSRA’s San José to Beginning near Emado Avenue, on the south Merced Draft EIR/EIS. edge of the community of Coyote, Monterey Highway would be relocated about 60 feet to the East of UPRR Alternative. One alignment east to allow placement of the HST between the would continue to follow Monterey Highway highway and the UPRR right-of-way. New grade and the Caltrain/UPRR tracks (East of UPRR to separations would be built to carry major streets Downtown Gilroy Alignment Alternative). The over the HST alignment, the UPRR tracks, and HST would run between Monterey Highway and Monterey Highway. This configuration would the UPRR. Just north of Tulare Hill, the UPRR continue to the Morgan Hill border. would be relocated just to the west of its existing right-of-way as it curves around the slope of US 101 Alternative. The other alignment al- Tulare Hill. The limits would be approximately ternative follows US 101 (East Gilroy At-Grade

74 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Cross Section: Section 6, Coyote Creek-Monterey Highway

Alignment Alternative). It would begin between • Consider rural and agricultural motifs for the Monterey Highway and the Caltrain/UPRR landscaping of Monterey Highway and grade tracks, and soon ascends to an aerial alignment separations. and crosses Monterey Highway and Coyote Creek. It would pass over Bailey Road just west of US 101 US 101 Alternative and descend to run at grade on the west side of • Minimize visual and physical intrusion of the freeway. It would ascend to an aerial struc- HST into parks, riparian habitats and wildlife ture to cross US 101 and Coyote Creek near the corridors. northern city limits of Morgan Hill and continue on aerial structures to the Morgan Hill border. • Design the viaduct crossing U.S. 101 so that it does not compete with I-280 long span bridge Design Objectives or Diridon Station design. • Construct HST infrastructure and viaducts to East of UPRR Alternative complement the scenic, historic and cultural character of Coyote Valley. • For the Monterey Highway alternative, enhance wildlife crossings of Monterey High- • Showcase views from HST to rural valley as way where impacted by the HST alignment. gateway to the Silicon Valley and Bay Area.

• Minimize the effect of HST dominating any views of open space in established viewsheds.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 75 Desired Outcomes shorter-span column spacing may block expansive views for passing motorists. • The selected alignment alternative and project improvements preserve and complement Coy- • Maintain views to surrounding hills along US ote Valley’s scenic, cultural and historic assets. 101 south of Bailey Avenue.

• The landscape character for new plantings • Use architectural features to soften the and wildlife crossings are consistent with the appearance of straddle bents. visual character of the Coyote Valley. Retaining Walls • Street trees replace the removed Keesling trees with the east of UPRR alternative. • Minimize the use of retaining walls by adapt- ing new grading to blend with existing slope Design Guidelines grades.

Us 101 Alternative • Use “natural” textures and colors for any retaining walls at Tulare Hill to conform to HST Infrastructure existing rock forms.

• Consider the use of longer-span column spacing for aerial structures in places where

76 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Fencing Landscape

• Security fencing for HST shall be a “natural” • Landscape and wildlife crossings same as US 101 color. as noted above.

Landscape • Formal landscaping along the Monterey Highway HST alignment should be limited to designs that • Landscaping shall use natural forms and draw on agricultural forms, such as orchards. native plant palettes. • Landscape the median of the relocated Monterey • Implement landscape screening along the Highway with flora conducive to sheltering crea- right-of-way that reduces the visibility of tures crossing the highway, and landscape the aerial structures but does not obstruct views wildlife crossing structures with flora conducive to surrounding hills. to making those structures most effective.

• Where biological studies identify animal Fencing crossings of the HST alignment (for either US 101 and Monterey Highway alternatives), • Soften appearance of security fencing along HST use appropriate methods to enhance wildlife adjacent to Monterey Highway through appropri- crossings such as, but not limited to: appropriate colors, fence design and introduction of vines ate fencing, minimal lighting, native vegeta- and landscaping to fencing. tion cover, noise and vibration abatement, protection of adjoining habitats and tools to • Security fencing same as US 101 as noted above. reduce human-wildlife interactions . Improve Lighting existing wildlife crossing structures such as culverts, overpasses and underpasses where • Provide minimal lighting along Monterey High- impacted by the alignment, per the mitiga- way. tions identified by biologists in the EIR/S.

East of UPRR Alternative

Street Crossings

• New overcrossings in Coyote Valley should include sufficient width for pedestrians and cyclists.

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 77 A: Simulation view point: I-880, looking east

78 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR B: Simulation Viewpoint: Hedding, looking east

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 79 C: Simulation Viewpoint: The Alameda, toward station

80 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR D: Simulation Viewpoint: Santa Clara Street, looking west

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 81 E: Simulation Viewpoint: Existing Diridon Station and HST Station

82 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR F: Simulation Viewpoint: Simulation Viewpoint: Bird Avenue, looking west

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 83 F: Simulation Viewpoint: Simulation Viewpoint: Bird Avenue, looking west with future development

84 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR G: Simulation Viewpoint: Bird Avenue, looking north

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 85 H: Simulation: Bird Avenue at I-280 ramp, looking east

86 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR I: Simulation Viewpoint: Gardner Academy, toward signature bridge

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 87 I: Simulation Viewpoint: Gardner Academy, toward functional bridge

88 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR J: Simulation Viewpoint: Tamien Station

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 89 K: Simulation Viewpoint: Alma, looking west

90 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR L: Simulation Viewpoint: Communications Hill Cut

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 91 M: Simulation Viewpoint: Monterey Highway at Lick Quarry

92 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR N: Simulation Viewpoint: Monterey Highway at Branham

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 93 O: Simulation Viewpoint: Monterey Highway near Edenview

94 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR P: Simulation Viewpoint: Coyote Valley South on US 101 South of Bailey

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 95 Q: Simulation Viewpoint: Coyote Valley 101 North at Coyote Creek

96 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR Index

A Class I bike 61 G abutment 13, 14 color 31, 61 Gardner 54, 56, 57, 85, 86

Alameda 43 column 10, 11, 41 girder 13, 15, 41

Alma 60, 88 Communications Hill 60, 61, 62, 89 Goodness of Fit iv

Auzerais 56 community 6 Guadalupe 54, 56

B Cooperative Agreement iv, 2 H Coyote Valley 72, 74 , 93, 94 Bernal 66 Hedding 41, 42, 79 Creek 69, 74 , 94 bicycle 67, 69 HST station 28, 46

Bird 50, 51, 54, 56, 83, 84 Curtner 61 I Blossom Hill 66, 69 CWG v, 6, 28 I-280 v, 29, 31, 54, 56, 59 Branham 66, 69, 91 D iconic 28 bridge 9, 28, 29, 30, 31, 41, 45, 56, 85, 86 Diridon 40, 46, 53, 54 L

C E landscaping 19, 22, 61, 69 Caltrain 16, 41, 45, 46, 56, 66, 67 EIR/EIS iv, 2 land use 41 capital 10, 11 F M Capitol Expressway 66 functional 28, 30, 56, 86 materials 30 catenary 15 Monterey Highway 63, 66, 67, 68, 69, 73, 90, CHSRA 1, 6 91, 92

IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 97 O T objectives 6 Tamien 56, 58, 61, 87 overcrossing 61 trail 54 overhead catenary system 15 TWG 6

P U pedestrian 14, 41, 45, 46, 67, 69 UPRR 66, 67 public art 14, 23 V R viaduct 13, 14, 41, 45 retaining wall 13 view 6, 78

S Virginia Street 56 San Carlos 46 scale 23, 30 signature 56, 85

SR 87 54, 60 straddle bent 15 strategies 6

98 4.0 DESIGN GUIDANCE FOR THE SAN JOSE CORRIDOR IN PROGRESS: CALIFORNIA HIGH-SPEED TRAIN INFRASTRUCTURE SAN JOSE VISUAL DESIGN GUIDELINES 99