PHASE I INITIAL SITE ASSESSMENT. Santa Clara-Alum Rock Transit Corridor

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1 PHASE I INITIAL SITE ASSESSMENT Santa Clara-Alum Rock Transit Corridor Prepared for: Santa Clara Valley Transportation Authority 3331 North First Street San Jose, California Prepared by: PBS&J 353 Sacramento Street, Suite 1000 San Francisco, California Telephone Facsimile Michael Kay, Project Manager Clifford Nale, Associate Scientist May 2004

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3 PHASE I INITIAL SITE ASSESSMENT Santa Clara-Alum Rock Transit Corridor Table of Contents Section Page CHAPTER 1 INTRODUCTION...1 CHAPTER 2 PROJECT DESCRIPTION Phase 1 - Bus Rapid Transit Phase 2 - Single Car Light Rail Transit Existing Setting Regulatory Framework CHAPTER 3 HISTORICAL RECORDS REVIEW Aerial Photographs Regulatory Agency Records Search CHAPTER 4 RECOMMENDATIONS Tables Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Table 3-1 Aerial Photography Review Figures Figure 1 Project Location...3 Figure 2 Proposed Stations Locations...5 Figure 3-1 EZ-Fill Alum Rock Avenue Figure 3-2 Vance Hopkins 2510 Alum Rock Avenue Figure 3-3 Jet Gas 1598 Alum Rock Avenue Figure Eleven 452 East Santa Clara Street Table of Contents - i -

4 Chapter 1 Introduction This report is a technical support document to an Environmental Impact Report (EIR) for the Santa Clara County Transportation Authority (VTA) on a project to construct transit improvements that would include Phase 1 Bus Rapid Transit (BRT) and Phase 2 Single Car Light Rail Transit (LRT) through Downtown San Jose along Santa Clara Street and Alum Rock Avenue from the Diridon Station to the Alum Rock Station on the Capitol Light Rail Line, with service continuing to the Eastridge Transit Center. The purpose of this technical report is to describe the existing conditions and identify the potential presence of hazardous materials 1 at and near the project corridor. Hazardous materials are currently used by numerous businesses at and near this corridor. In addition, hazardous materials may be present in surface and subsurface soils and groundwater at sites within the corridor as a result of releases from current or historical land uses. The presence of hazardous materials could potentially expose construction workers or the public to various health risks and may require special soil and/or groundwater management procedures during construction of the project. This report describes the potential for hazardous materials to be present at areas within the project alignment based on information provided by a review of regulatory agency databases and a visual reconnaissance of the corridor. 1 The California Health and Safety Code defines a hazardous material as, any material that, because of its quantity, concentration, or physical or chemical characteristics, poses a significant present or potential hazard to human health and safety, or to the environment if released into the environment or workplace. Hazardous materials include, but are not limited tom hazardous substances, hazardous waste, radioactive materials, and any material which a handler or the administering agency has a reasonable basis for believing that it would be injurious to the health and safety of persons or harmful to the environment if released into the workplace or the environment. (Health and Safety Code 25501) Chapter 1 Introduction - 1 -

5 Chapter 2 Project Description The Santa Clara Valley Transportation Authority (VTA) is considering a proposed project for improving direct transit service in the Santa Clara-Alum Rock Corridor (Corridor) in the City of San Jose (City) in Santa Clara County (County) (Figure 1). The proposed project alternatives include the implementation of Phase 1 - Bus Rapid Transit (BRT), and Phase 2 - Single Car Light Rail Transit (Single Car LRT) service (Figure 2). This section describes the proposed project. 2.1 Phase 1 - Bus Rapid Transit Implementation of BRT service has been recommended by Staff, the Downtown East Valley Policy Advisory Board, and the VTA Board as the preferred near term (Phase 1) development strategy for the Santa Clara-Alum Rock Corridor. Specialized BRT vehicles with unique features and a distinctive brand identity would be a key compornent of the BRT Alternative. The BRT alternative is designed to follow criteria set out in VTA s Service Design Guidelines. With implementation of BRT, two separate BRT lines (the 522 El Camino and the 523 Stevens Creek) would operate in the Santa Clara-Alum Rock Corridor. West of 34 th Street, BRT vehicles would operate in the curb lane of Santa Clara Street and Alum Rock Avenue. East of 34 th Street, the alignment would transition to a median busway within the center of Alum Rock Avenue. Limited stop BRT service between the Downtown San Jose Transit Mall to the Eastridge Transit Center would be provided. At the Downtown Transit Mall, the two BRT lines would split with westbound 522 El Camino service continuing on West Santa Clara Street to the San Jose Arena. Westbound 523 Stevens Creek service would turn south on Second Street and west on West San Carlos Street, stopping at the San Jose Convention Center and Bird Avenue. 2 While BRT service would extend for both lines west of Bird Avenue and the San Jose Arena, capital improvements associated with those services would be incorporated into the Stevens Creek and El Camino BRT projects. On the east end of the Corridor both BRT lines would turn south from Alum Rock Avenue to Capitol Avenue and Capitol Expressway, with intermediate stops at Story Road and Ocala Avenue, before terminating at the Eastridge Transit Center. BRT service would utilize articulated vehicles (approximately 60 feet in length) with unique branding. The two BRT lines would operate at 12-minute headways during the peak periods with off set schedules allowing for a combined six-minute headway between the transit mall and the Eastridge Transit Center. BRT service would utilize articulated vehicles (approximately 60 feet in length) with unique branding. The two BRT lines would operate at 12-minute headways during the peak periods with off set schedules allowing for a combined 6-minute headway between the transit mall and the Eastridge Transit Center. 2 East bound buses would travel on 1 st Street between the Convention Center and Santa Clara Street. Chapter 2 Project Description - 2 -

6 SAN FRANCISCO OAKLAND CONTRA COSTA COUNTY SAN FRANCISCO COUNTY SOUTH SAN FRANCISCO ALAMEDA PLEASANTON San Francisco Bay ALAMEDA COUNTY MILBRAE SAN MATEO FREMONT NEWARK 82 BELMONT SAN MATEO COUNTY 262 SAN CARLOS MILPITAS PALO ALTO MOUNTAIN VIEW SUNNY VALE 680 SAN JOSE SANTA CLARA COUNTY SANTA CRUZ COUNTY PROJECT AREA NORTH NOT TO SCALE FIGURE 1: PROJECT LOCATION Source: PBS&J, 2008.

7 BRT service would include the following features: BRT stations (sidewalk bulb-out or median platform design with expanded shelters, lighting, etc.); Off board fare collection; Real-time information at stops; and Transit priority measures such as signal priority, where appropriate. Lines 22 and 23 would continue to provide local bus service all day in the Santa Clara-Alum Rock Corridor from downtown San Jose to Palo Alto and De Anza College respectively Proposed Stations Thirteen BRT stations and one optional station are proposed at the following locations (also shown in Figure 2): Bird (Line 523 Only); Convention Center (Line 523 Only); San Jose Arena (Cahill Street/Montgomery Street, Line 522 Only); Transit Mall (1 st and 2 nd Streets); 6 th Street/City Hall; 16 th Street; 28 th Street; King Road; Jackson Avenue; Alexander Avenue/Muirfield Drive (optional station) Capitol Avenue; Story Road; Ocala Avenue; and Eastridge Transit Center. The proposed station locations were selected based on criteria set out in the VTA Service Design Guidelines as follows: Transit demand; Connections to bus and rail; Surrounding land uses; Chapter 2 Project Description - 4 -

8 ALMADEN BL ALMADEN.. ST S. 880 N 1ST ST HEDDING ST OAKLAND RD BARRYESSA RD MABURY RD KEY LRT Station BRT Station Both LRT and BRT Station COLEMAN 87 TAYLOR ST 101 Capitol Avenue Light Rail Line THE ALAMEDA Diridon Station BIRD AV CAHILL MONTGOMERY Vasona Light Rail Line MONTGOMERY Arena AUTUMN AUTUMN DELMAS AV AV W. W. SANTA CLARA SAN PARK AV SAN CARLOS ST MARKET ST FERNANDO 2ND 1ST ST ST 3RD ST 4TH ST 6TH ST 7TH ST SAN JOSE STATE UNIVERSITY 10TH 11TH ST E. JULIAN E. ST. JAMES ST ST 13TH ST E. 16TH ST N. 19TH ST ST SANTA CLARA ST SAN 21ST E. ANTONIO 24TH 26THST ST 28TH KING RD McKEE RD ALUM ROCK SUNSET AV JACKSON AV 680 AV ALEXANDER AV CAPITOL Alum Rock Light Rail Station CAPITOL AV McLAUGHLIN 680 WILLOW Guadalupe Light Rail Line 87 ST VINE ST AV MONTEREY KEYES ST 280 STORY NAV RD STORY RD Light Rail Extension to Eastridge on Capitol Expressway LRT Corridor EXPRESSWAY FIGURE 2: PROPOSED STATION LOCATIONS Source: DMJM Harris, 2007.

9 Station spacing; Station visibility and access; Right-of-way impacts; Traffic and parking impacts; and Public support. All BRT stations would be constructed at-grade and would be fully compliant with ADA requirements. Most existing bus stops located between proposed BRT stations would remain and would be served by local buses. No improvements are planned at these existing bus stops. However, some existing bus stops located in the vicinity of the proposed BRT stations would be relocated to the new station platforms. The typical platform for the BRT stations would be 180 feet in length for stations along the shared right-of-way of the Corridor (west of 34 th Street), 75 feet in length at stations in the semiexclusive section of the Corridor (east of 34 th Street), and 235 feet in length at the Transit Mall Station. As described below, most platforms along the shared right-of-way section of the Corridor would be constructed as an extension (or bulb-out) of the existing sidewalk and would be 8 feet wide (not including the existing sidewalk) with a curb height of 6 inches. At stations in the semi-exclusive section of the Corridor, the platforms would be located adjacent to the median alignment with a foot width. Actual plans for the station platforms are not yet finalized. The proposed stations and station options are described below. Bird Avenue (Line 523 Only). The Bird Avenue Station would be constructed adjacent to the curb in both directions without bulb-outs. The eastbound platform would be located on the farside of Bird Avenue in front of Delmas Park Apartments. The westbound platform would be constructed along the curb on the nearside of the intersection at the existing local bus stop. The platforms will include BRT capital improvements and enhanced amenities. Bulb-outs will be added to the stations in the future as the area continues to redevelop. Convention Center (Line 523 Only). The Convention Center Station would include the construction of a bulb-out on West San Carlos Street in the westbound direction. The station would be located at the existing local bus stop west of the signalized mid-block crosswalk between Market Street and Almaden Boulevard. The eastbound platform would occupy the existing turn-out in front of the San Jose Convention Center. San Jose Arena (Cahill Street/Montgomery Street, Line 522 Only). The San Jose Arena Station would include two station platforms, without bulb-outs, to be located along West Santa Clara Street between Cahill Street and Montgomery Street. The eastbound platform would occupy most of the length of curb between Cahill Street and Montgomery Street. The westbound platform would be located on the opposite side of West Santa Clara Street. Transit Mall Station. To accommodate the high level of passenger activity at this location, the Transit Mall Station would be located along the entire block of East Santa Clara Street between 1 st Street and 2 nd Street. The station would have bulb-out platforms adjacent to the curb lane on both sides Chapter 2 Project Description - 6 -

10 of East Santa Clara Street. Construction of the station would require the relocation of the existing truck loading zones from East Santa Clara Street to West Santa Clara Street in the vicinity of the proposed station. The eastbound loading zone would be moved to a location just west of 1 st Street, and the westbound loading zone would be moved to a location just east of 2 nd Street. Existing bus stops located between 3 rd Street and 4 th Street would be removed. Line 23 and 523 would stop at the existing bus stations on 1 st Street and 2 nd Street between East San Fernando and East Santa Clara Streets. Passengers from both BRT lines would be able to transfer to and from the Mountain View-Winchester LRT Line and the Alum Rock-Santa Teresa LRT Line, as well as several VTA bus lines at the station. 6 th Street/City Hall Station. The City Hall Station includes the construction of two bulb-out platforms, both of which would be located adjacent to the curb lane of East Santa Clara Street west of 6 th Street. The bus stops currently located at the intersection of East Santa Clara Street and 7 th Street would be relocated to the City Hall Station platform. Under BRT Station Option 1, the eastbound bulb-out platform would be located west of 7 th Street. This location would require the removal of on-street parking and the driveway that opens on to Santa Clara Street. 16 th Street Station. The 16 th Street Station includes the construction of bulb-out platforms located adjacent to the curb lane on opposite sides of 16 th Street. The bulb-out platform for westbound buses would be located west of 16 th Street and the bulb-out platform for eastbound buses would be located east of 16 th Street. The two bus stops currently located along East Santa Clara Street at 17 th Street would be relocated to the 16 th Street Station platforms. Both the bus stops currently located at the southeast corner of East Santa Clara Street and 15 th Street and the bus stop currently located at the northwest corner of East Santa Clara Street and 14 th Street would be removed. The intersection of East Santa Clara Street and 16 th Street would be signalized to enhance passenger safety while accessing this station. 28 th Street Station. The 28 th Street Station includes bulb-out platforms adjacent to the curb lanes of East Santa Clara Street, on opposite sides of 28 th Street. The westbound bulb-out platform would be located east of 28 th Street in front of Five Wounds Church and the eastbound bulb-out platform would be located west of 28 th Street in front of the former Empire Lumber site. Construction of the eastbound bulb-out platform would require the removal of one of the two curb cuts at 1260 East Santa Clara Street. The bus stop currently located at the northwest corner of East Santa Clara Street and 26 th Street would be removed. The 28 th Street Station would provide a connection point for passengers transferring to and from the proposed Alum Rock BART Station. King Road Station. The King Road Station would be constructed adjacent to the median running alignment on the opposite sides of King Road. The westbound platform would be located west of King Road and the eastbound platform would be located east of King Road. Access to the platforms would be via the pedestrian crosswalks across King Road. Chapter 2 Project Description - 7 -

11 Jackson Avenue Station. The Jackson Avenue Station would be constructed adjacent to the median running alignment on opposite sides of Jackson Avenue. The median platform for eastbound buses would be located east of Jackson Avenue and the median platform for westbound buses would be located west of Jackson Avenue. Capitol Avenue Station: Baseline Alum Rock Transit Center. The baseline assumes that the BRT line would stop at the Alum Rock Transit Center providing transfer opportunities at the end-of-line LRT station. If the Capitol Expressway LRT extension project is delayed, VTA would move forward with the Baseline Alternative. Optional Alexander Avenue/Muirfield Drive Station. BRT Station Option 2 includes a station at Alexander Avenue/Muirfield Drive. Construction of this station assumes that LRT would be extended along Capitol Expressway to the Eastridge Transit Center and the existing Alum Rock Transit Center would no longer function as a primary transfer facility. Under this station option, the platform for westbound buses would be located adjacent to the median-running alignment west of Alexander Avenue/Muirfield Drive. Access to the platform would be via the pedestrian crosswalks across Alum Rock Avenue. The platform for eastbound buses would be located east of Alexander Avenue/Muirfield Drive as a sidewalk bulb-out platform. Construction of the westbound platform would require the relocation of the bus stop east of Alexander Avenue/Muirfield Drive to a location west of Alexander Avenue/Muirfield Drive. Construction of the eastbound platform would also require the removal of one of the driveways into the shopping center located along Alum Rock Avenue. However, access to the shopping center would still be available from other driveways located along Alum Rock Avenue as well as from driveways located along Muirfield Drive and Capitol Avenue. If the Capitol Expressway LRT extension project is delayed, the Alexander Drive/Muirfield Drive Station would not be constructed. BRT would stop at the Alum Rock Transit Center providing transfer opportunities at the end-of-line Alum Rock-Santa Teresa LRT Line station. Story Road Station. The Story Road Station includes bus duckouts adjacent to the curb lanes on Capitol Expressway. Both northbound and southbound stations will be located on the farside of the intersection of Story Road and Capitol Expressway. Ocala Avenue Station. The Ocala Avenue Station includes bus duckouts adjacent to the curb lanes on Capitol Expressway. Ocala will have a split-station configuration, with the southbound duckout located south of Ocala Avenue and the northbound duckout located north of Cunningham Avenue. 2.2 Phase 2 - Single Car Light Rail Transit Phase 2 includes the construction of a LRT line in the Santa Clara-Alum Rock Corridor extending from the Diridon LRT Station on the west to the Alum Rock Station on the east. The LRT line would also utilize stations on the future Capitol Expressway Corridor LRT Line. As a result, completion of the Capitol Expressway LRT extension is a pre-requisite for the implementation of LRT service in the Santa Clara-Alum Rock Corridor. In addition because Santa Clara Street between Market and 3 rd Chapter 2 Project Description - 8 -

12 Street will be excavated for BART construction, Single Car LRT can not be implemented until BART construction is complete. It is estimated that the BART construction will be complete in The proposed alignment is from the Diridon LRT Station along San Fernando Street on trackway used for the Mountain View-Winchester LRT Line, continues with new trackway constructed along West San Fernando Street from Delmas Avenue to Almaden Boulevard: transitions to Santa Clara Street along Almaden Boulevard: and continues along Santa Clara Street and Alum Rock Avenue to Capitol Avenue. From Capitol Avenue, the alignment would connect with the trackway for the future Capitol Expressway LRT extension. An optional alignment (LRT Alignment Option 1) is under consideration on the western end of the Corridor. Rather than utilize the Mountain View-Winchester LRT Line track at Diridon Station and its approaches, the optional alignment would remain on Santa Clara Street toward the San Jose Arena. At Montgomery Street, the alignment would turn south into the San Jose Diridon Station parking lot. The terminus station, tail track, and crossover would be located within the parking lot. Single Car LRT service would utilize new VTA low-floor vehicles operating as a single car running at 15-minute headways through the Corridor during peak periods. LRT vehicles would operate at-grade in a semi-exclusive (separate from automobile traffic) center right-of-way along West San Fernando Street and Almaden Boulevard; in shared operation with automobiles in the outside lanes (curb lanes) of Santa Clara Street and Alum Rock Avenue west of 34 th Street; and transition back to a semiexclusive center right-of-way in the median of Alum Rock Avenue east of 34th Street. Following completion of the project, single car LRT vehicles would provide service between the Diridon LRT Station and the Eastridge Transit Center. Line 22, Line 23, and Line 522 would provide further supplemental bus service in the Santa Clara-Alum Rock Corridor. Additional bus lines in the Corridor (including DASH service) may be modified to better accommodate the new LRT service. The proposed LRT alignment and station locations are also depicted on Figure 2. A description of the alignment and alignment options as well as the stations proposed is provided below Alignment Description As described above, between the Diridon LRT Station and West San Fernando Street, the proposed alignment would share trackway for the Mountain View-Winchester LRT line, which extends along West San Fernando Street between Delmas Avenue and Almaden Boulevard; transition to West Santa Clara Street along Almaden Boulevard; and continue along Santa Clara Street and Alum Rock Avenue to Capitol Avenue; where it would connect with the trackway for the Alum Rock-Santa Teresa LRT Line along Capitol Avenue. The LRT line would also utilize stations on the future Capitol Expressway Corridor LRT Line. The proposed alignment and alignment options are described below. West San Fernando Street from Delmas Avenue to Almaden Boulevard. Between the Diridon LRT Station and Delmas Avenue, Single Car LRT would operate on the Mountain View-Winchester LRT tracks. East of Delmas Avenue, new tracks would be constructed to transition LRT trains into the center median of West San Fernando Street. These tracks would continue in the center median along Chapter 2 Project Description - 9 -

13 West San Fernando Street to Almaden Boulevard. The bus stop currently located mid-block along westbound West San Fernando Street would be relocated to the corner of West San Fernando Street and Almaden Boulevard. Within this segment of the alignment, a mid-block pedestrian crossing would be provided for the existing pedestrian/bicycle trail located west of the State Route (SR) 87 overcrossing. This crossing would be protected with swing gates to prevent pedestrians and cyclists from entering the crossing when LRT vehicles are approaching. A design option for this alignment segment includes the construction of approximately 275 feet of nonrevenue LRT tracks connecting the Santa Clara-Alum Rock Corridor with the Mountain view- Winchester LRT line east of Delmas Avenue. This design option would provide greater flexibility in the movement of LRT trains throughout VTA s system. Almaden Boulevard from West San Fernando Street to West Santa Clara Street. Along this short section of Almaden Boulevard between West San Fernando Street and West Santa Clara Street, LRT tracks would be placed in the center median, separate from automobile traffic. At West Santa Clara Street, the alignment would shift to the outside curb lanes for shared LRT/automobile options. Striping for two through lanes and one left-turn lane along each direction of West Santa Clara Street between Notre Dame Street and Almaden Boulevard would be provided. This would require the removal of the two passenger loading zones along westbound West Santa Clara Street located on either side of Notre Dame Street. Under a design option under consideration in this segment, striping for two through lanes and one left-turn lane along westbound West Santa Clara Street, but only one through lane and one shared through/left-turn lane along eastbound Santa Clara Street between Notre Dame Street and Almaden Boulevard would be provided. This design option would allow the existing passenger loading zones along westbound Santa Clara Street on opposite sides of Notre Dame Street to remain. LRT Alignment Option 1: West Santa Clara Street from Montgomery Street to Almaden Boulevard. As described above, LRT Alignment Option 1 would not interline with the Mountain View-Winchester LRT line. This alignment option would have the western terminus light rail platform in the southwest quadrant of the Santa Clara Street/Montgomery Street intersection in the parking lot of the San Jose Diridon Station. A track crossover would be provided in front of the platform to allow trains to switch from one track to another. No new tracks would be constructed along West San Fernando Street or Almaden Boulevard under LRT Alignment Option 1. Santa Clara Street/Alum Rock Avenue from Notre Dame Street to 34 th Street. Along Santa Clara Street and Alum Rock Avenue from Notre Dame Street to 34 th Street, LRT tracks would be constructed in the outside (curb) lane. LRT trains would operate in shared lanes with automobile traffic throughout this segment. Within this segment, the existing 60-foot wide Coyote Creek Bridge would be widened by 20 feet to accommodate the operation of LRT vehicles. Alum Rock Avenue from 34 th Street to Capitol Avenue. At 34 th Street, the LRT alignment would transition from shared LRT/automobile operation within the outside (curb) lane of Alum Rock Avenue Chapter 2 Project Description

14 to transit-only operation in the median of Alum Rock Avenue. Within this segment, the Alum Rock Avenue/34 th Street intersection and the Alum Rock Avenue/McCreery Avenue intersection would be signalized. Left turns from eastbound Alum Rock Avenue onto Eastgate Avenue would no longer be permitted. LRT trains would operate in a semi-exclusive lane in the center of Alum Rock Avenue from Eastgate Avenue to Capitol Avenue. At Capitol Avenue, the LRT tracks would transition south to interline with the Alum Rock-Santa Teresa LRT line and the future Capitol Expressway LRT Line. No new tracks would be constructed along Capitol Avenue or Capitol Expressway to accommodate the addition LRT line. However, a design option under consideration at the Alum Rock Avenue/Capitol Avenue intersection includes the construction of tracks for a non-revenue connection that would transition north to join the Alum Rock-Santa Teresa LRT Line. This option would provide greater flexibility in the movement of LRT trains throughout VTA s system Proposed Stations In addition to serving the Diridon LRT Station and the San Fernando Street Station (both included on the Mountain View-Winchester LRT Line); the Alum Rock Station (included on the Alum Rock-Santa Teresa LRT Line); and the Story Road Station, the Ocala Avenue Station, and the Eastridge Transit Center (all included in the proposed Capitol Expressway Corridor Project), service would also be provided to the six stations in the Santa Clara-Alum Rock Corridor constructed as part of BRT Phase 1. These stations are proposed at the following locations (also shown in Figure 2): Transit Mall (1 st Street and 2 nd Street); 6 th Street/City Hall; 16 th Street; 28th Street; King Road; and Jackson Avenue In addition, a new station would be constructed along Almaden Boulevard as part of the implementation Phase 2. For LRT Alignment Option 1, the Mountain View-Winchester LRT Line stations at Diridon and San Fernando Street would not be served by the Santa Clara/Alum Rock LRT Line. In addition, the Almaden Boulevard Station would not be constructed. Instead, the Diridon terminal station would be located in the Caltrain parking lot along Montgomery Street. These two stations are described below. All stations would be constructed at-grade and would be fully compliant with ADA requirements. Most existing bus stops would remain and would be served by local buses. However, some existing bus stops located in the vicinity of the proposed LRT stations would be relocated to the station platforms. Similar to BRT station platforms, typical side-running LRT stations in the shared operations section (along Santa Clara Street and Alum Rock Avenue west of 34 th Street) would include a bulbed-out Chapter 2 Project Description

15 sidewalk area 9 feet wide (not including the existing sidewalk) and approximately 230 feet long to accommodate both buses and LRT vehicles. The platform height would vary from 6 inches at the ends of the platform and the bus boarding area, ramping up to 14 inches at train boarding locations. East of King Road in the semi-exclusive median-running operation, the typical platform length for the stations would be 90 feet, the width would be 12.5 feet, and the platform height would be 14 inches. Ramps leading to the platforms from crosswalks would be approximately 25 feet in length. The Transit Mall Station would need to accommodate large volumes of both passengers and pedestrians. Therefore, the LRT platforms at the Transit Mall Station would be 240 feet in length and 9 feet wide (not including the existing sidewalk). Similar to the BRT stations, the side-running LRT stations would be constructed as an extension (or bulb-out) of the existing sidewalk. The bus loading section of these platforms would have a height of 6 inches, ramping up to a height of 14 inches at the LRT loading section. The proposed stations and station options are further described below. Diridon Station (LRT Alignment Option 1 Only). For LRT Alignment Option 1, the existing Vasona line stations and the proposed Almaden Boulevard Station would not be served by Santa Clara/Alum Rock LRT vehicles. The terminal station would consist of a center platform for both eastbound and westbound trains located in the Caltrain parking lot along Montgomery Street. Tailtrack would be provided past the platform and a crossover in front of the platform. Almaden Boulevard Station. The Almaden Boulevard Station would be located in the median of Almaden Boulevard north of Post Street. The station would consist of a center platform for both eastbound and westbound trains. Passenger access would be provided by a pedestrian crosswalk. To ensure passenger safety while accessing the station, the Almaden Boulevard/Post Street intersection would be signalized Support Systems In addition to the primary alignment and stations, Single Car LRT service would incorporate light rail support systems, including traction power system and substations, overhead contact, and communications support systems are described in the following sections. Traction Power System and Substations. A traction power system is a distribution system that converts high-voltage commercial electrical power received from substations to medium-voltage direct current (DC) electric power and distributes it to the light rail vehicles via the overhead catenary or contact wire as they travel along the alignment. A traction power system consists of the power distribution mechanism and electrical substations. The alignment would require four traction power substations (TPSS). The final location and placement of the substations along the alignment would be determined during the preliminary engineering phase. Locations for new substations that are under consideration include the following: In Caltrans right-of-way west of SR 87 north of West San Fernando Street; Chapter 2 Project Description

16 Along eastbound East Santa Clara Street between 11 th Street and 12 th Street in the parking lot of an existing restaurant; In Caltrans right-of-way at U.S. 101 and 30 th Street, south of Alum Rock Avenue; and In Caltrans right-of-way east of I-680, south of Alum Rock Avenue. Electrical power would be supplied to each TPSS by an underground feeder from the electrical utility distribution system. Alternate substations would be equipped with two primary feeders from the utility company and an automatic transfer switch to supply reliable power to the substation. Each TPSS would be contained in a prefabricated substation housing that is factory-wired to accommodate internal components and built on a concrete foundation. Foundations would be equipped with embedded conduits to accommodate incoming alternating current primary power cables, control and communications cables, and the DC feeder cables to the overhead contract system. The estimated size for each TPSS would be approximately 650 to 750 square feet in area and 12 to 15 feet in height. Substations sites need to allow a service vehicle to park, unless convenient parking is available on an adjacent roadway. Overhead Contact System. For the side-running portion of the alignment west of 34 th Street, poles for overhead power would be located along the sidewalk, jointly with streetlights wherever possible. Span wires to support the overhead power connections could alternatively be attached to buildings. For the center-running alignment east of 34 th Street, typical TES poles between the two tracks would be utilized. Final location of Overhead Contact System (OCS) features would be determined during the preliminary engineering phase of the project. The final design would adhere to VTA design guidelines. Communications System. The communications equipment and design would be fully compatible with the communications system that serves VTA s existing light rail operations. A wayside cable system, fiber optic cable, and two-way radio system would link light rail stations and traction power substations with the existing Operations Control Center by the use of supervisory control and data acquisition and remote terminal units. The communications system would consist of the following main components: Public address system with two-way voice announcement linking the Operations Control Center and the light rail stations; Two-way radio system with two-way voice announcement linking the Operations Control Center and light rail vehicles; Supervisory control and data acquisition system with the capability to monitor and control the TPSS switchgear functions from the Operations Control Center via the remote terminal units and wayside cable system; Pulse code modulation carrier system to provide for the multiplexing of voice and data channels between the Operations Control Center and locations along the Corridor; and Cable transmission system designed to incorporate both the backbone communications distribution (fiber optics) and metallic distribution. Wayside cabling would utilize a combined systems duct installed continuously along the Corridor. Chapter 2 Project Description

17 Tailtrack at Diridon LRT Station. Implementation of LRT service in the Santa Clara-Alum Rock Corridor would not require any new vehicle maintenance facilities. Heavy maintenance activities and storage for most vehicles used on this line would continue to be performed at the existing Younger Street facility. However, a new tailtrack for mid-day storage of up to three vehicles, along with operator break facilities, would be constructed adjacent to the Diridon LRT Station. This tailtrack facility would include LRT track, TES poles, and overhead wires to accommodate up to three light rail vehicles. 2.3 Existing Setting The project study area extends from Downtown San Jose in the vicinity of the Diridon Station (a multimodal LRT, commuter rail, and bus station), east through Downtown San Jose to 10 th and Santa Clara Streets, east along Santa Clara Street, and Alum Rock Avenue, and south along South Capitol Avenue terminating at the Capitol LRT line (now under construction) near the intersection of Alum Rock Avenue and Capitol Expressway. The west/east length of the corridor is approximately 4.3 miles. The area surrounding the project study area contains a diverse mixture of land uses, including residential uses, commercial and retail uses, and a small number of industrial land uses. Based on the general topography, drainage, and geological setting of the area, local groundwater is anticipated to flow in a generally southeasterly to northwesterly direction. A visual site reconnaissance (including a windshield survey of the corridor and a walkover of the proposed station location and transit center sites) was conducted to identify potential areas in which an environmental condition may exist. Also, an environmental database search, conducted by Environmental Data Resources, Inc. (EDR), of regulatory listed hazardous materials sites contained in local, regional, state and federal databases was performed for the corridor and the area within a halfmile radius of the corridor. Table 2-1 presents the findings of the site reconnaissance and the EDR database record search. Listed in the table are sites located either up gradient or adjacent to the project corridor. Sites are ranked based on a potential for an environmental condition as follows: Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Site Address Perfect Studio 461 S. Capital Ave. Regulatory List Hazard Description 333 S. Capital Ave. CHMIRS Accidental release or spill Sparkle Cleaners 303 S. Capital Ave. Universal Dental 175 S. Capital Ave. RCRIS- SQG FINDS Small Quantity Generator Affected Media Site Status Potential for an Environmental Condition n/a n/a Low Photochemical n/a n/a Low Diesel Spill reported, no action required n/a n/a Low No violations reported n/a n/a Low Photochemical Chapter 2 Project Description

18 Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Site Address Regulatory List Hazard Description Affected Media Site Status Potential for an Environmental Condition Steve Luong 2721 Alum Rock Ave. n/a n/a Low Photochemical Joyeria International, Inc./Colorite Photo and Video 2652 Alum Rock Ave. n/a n/a Low Liquids with cyanides, treated off-site; photochemical Sieu Studio 1-hour Photo 2630 Alum Rock Ave. n/a n/a Low Photochemical Chevron 2605 Alum Rock Ave. Cortese soil groundwater closed Low Signed off by SCVWD 11/96 Vance Hopkins 2510 Alum Rock Ave. HIST UST Historic records of USTs n/a n/a Moderate Former USTs at site; no record of releases or remediation Dan Ho DC 2356 Alum Rock Ave. n/a n/a Low Photochemical Exxon 2290 Alum Rock Ave. Cortese soil groundwater closed Low Signed off by SCVWD 7/96 Tire Outlet Store Alum Rock Ave. n/a n/a Low Waste oil recycler EZ-Fill 2149 Alum Rock Ave. Cortese soil groundwater open High Preliminary site assessment workplan submitted Coast Oil Company 2075 Alum Rock Ave. RCRIS- SQG FINDS Cortese soil groundwater closed Low Signed off by SCVWD 6/97 US Rentals 2101 Alum Rock Ave. RCRIS- SQG FINDS Cortese FINDS soil closed Low Signed off by SCVWD 1/94 Cortez Property 2055 Alum Rock Ave. CA SLIC Chemical release at site soil closed Low Signed off by RWQCB 11/95 Jack s Auto Supply 1972 Alum Rock Ave. n/a n/a Low Unspecified organic liquid recycler Print Sharp 1925 Alum Rock Ave. n/a n/a Low Photochemical Chapter 2 Project Description

19 Site Address Alum Rock Tires 1898 Alum Rock Ave. Lanh Ho, DDS; La Rosa Dental 1865 and 1870 Alum Rock Ave. Mexican Heritage Gardens 1794 Alum Rock Ave. Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Regulatory List Cortese CA SLIC Hazard Description ; Chemical release 1775 Alum Rock Ave. ERNS Release of oil and hazardous substances B & H Brake 1737 Alum Rock Ave. Studio Twenty Seven 1721 Alum Rock Ave. Martina Property 1693 Alum Rock Ave. Robo Car Wash 1695 Alum Rock Ave. Montes Auto Sales 1665 Alum Rock Ave. 7-Eleven 1639 Alum Rock Ave. Foto Christiano 1617 Alum Rock Ave. Jet Gas 1598 Alum Rock Ave. McDonald s Corp E. Santa Clara St. Indian Health Center of Santa Clara/Dental 1245 E. Santa Clara St. CA SLIC Cortese Cortese Cortese Cortese Cortese HIST UST Affected Media soil groundwater Site Status closed Potential for an Environmental Condition Low Signed off by SCVWD 12/95 n/a n/a Low Photochemical soil groundwater closed Low Traces of solvents (TCE, DCA, DCE) in groundwater from former auto repair and storage; Signed off by RWQCB 4/97 n/a n/a Low No other information on site. soil closed Low Soil only case; Signed off by SCVWD 6/96 n/a n/a Low Waste oil recycler soil open Low Soil only case; localized on property soil closed Low Signed off by SCVWD 2/93 soil groundwater soil groundwater closed closed Low Signed off by SCVWD 4/00 Low Signed off by SCVWD 3/99 n/a n/a Low Photochemical soil groundwater open Moderate Remediation action in progress. n/a n/a Low Unspecified oilcontaining waste n/a n/a Low Photochemical Photo One n/a n/a Low Photochemical Chapter 2 Project Description

20 Site Address Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Regulatory List Hazard Description Affected Media Site Status 1215 E. Santa Clara St. 24 th Street Cleaners 1147 E. Santa Clara St. TAC Auto Repair 1119 E. Santa Clara St. Pacific Auto Body 934 E. Santa Clara St. City of San Jose 802 E. Santa Clara St. South Bay Construction Company, Inc. 780 E. Santa Clara St. Martin C. Robinson, MD, Inc. 725 E. Santa Clara St. Josef Villaluz, DMD 696 E. Santa Clara St. San Jose Medical Center 675 E. Santa Clara St. To Bui, DDS 640 E. Santa Clara St. Le s Healthcare Clinic 551 E. Santa Clara St. ACC U Tune & Brake 510 E. Santa Clara St. JW Construction 478 E. Santa Clara St. 7-Eleven 452 E. Santa Clara St. Art Cleaners 400 E. Santa Clara St. RCRIS- SQG FINDS RCRIS- SQG FINDS RCRIS- SQG FINDS Cortese Cortese Cortese Small Quantity Generator Small Quantity Generator; Small Quantity Generator; Potential for an Environmental Condition n/a n/a Low No violations reported n/a n/a Low Unspecified solvent n/a n/a Low Unspecified solvent n/a n/a Low Asbestos containing waste n/a n/a Low Other inorganic solid waste n/a n/a Low Photochemical n/a n/a Low Photochemical n/a n/a Low No violations reported; unspecified organic, inorganic, and oil mixture n/a n/a Low Photochemical n/a n/a Low Photochemical soil closed Low Signed off by SCVWD 11/98; waste and mixed oil recycler soil closed Low Signed off by SCVWD 7/93 soil groundwater open Moderate Remediation plan developed. n/a n/a Low - Halogenated solvents Chapter 2 Project Description

21 Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Site Address Regulatory List Hazard Description Affected Media Site Status Potential for an Environmental Condition Fotografia Medina; Don Tran, DDS 332 and 345 E. Santa Clara St. n/a n/a Low Photochemical Deluxe Cleaners 224 E. Santa Clara St. CA SLIC Cortese soil groundwater closed Low Signed off by RWQCB 6/97 Downtown Auto Express 154 E. Santa Clara HIST UST soil groundwater closed Low Signed off by SCVWD 1/98 Bank and Trade Building 100 E. Santa Clara St. Cortese soil closed Low Signed off by SCVWD 11/00 Saratoga Capitol/San Jose Redevelopment Agency 40 S. Second St. 45 E. Santa Clara St. n/a n/a Low Asbestos- and PCBcontaining waste; other inorganic solvents; recycled or disposed Walgreens Co. 2 W. Santa Clara St. n/a n/a Low Asbestos-containing waste; other inorganic solid waste; disposed San Antonio Plaza San Fernando St. and 4 th St. Cal-Sites soil groundwater closed Low Signed off by DTSC 8/92 Paseo Villas 130 E. San Fernando St. soil closed Low Signed off by SCVWD 9/99 Foto Mexico 98 S. 2 nd St. n/a n/a Low Metal sludge Abovenet Communications Inc.; Fairmont Plaza Office Towers 50 W. San Fernando St. RCRIS- SQG FINDS Small Quantity Generator; n/a n/a Low No violations found; waste oil recycler Museum of Fine Art 110 S. Market St. RCRIS- SQG FINDS Small Quantity Generator; n/a n/a Low No violations found; asbestos- and PCBcontaining waste; disposed American Savings Bank 55 W. Santa Clara St. n/a n/a Low Asbestos-containing waste; disposed Anzagraphix 2 N. Market St. n/a n/a Low Photochemical Chapter 2 Project Description

22 Table 2-1 Identified Sites Located on or Adjacent to the Project Corridor Site Address Regulatory List Hazard Description Affected Media Site Status Potential for an Environmental Condition Mark Thomas & Co. 18 N. San Pedro St. HIST UST n/a n/a Low No leak or spill reported Greyhound Line Inc. 70 Alameda Ave. soil closed Low Signed off by SCVWD 1/92 Pacific Bell 130 Park Center Plaza RCRIS- LQG RCRIS- SQG FINDS Cortese Large and Small Quantity Generator; ; soil groundwater closed Low No violations found; asbestos-containing waste; other inorganic solid waste; disposed; Signed off by SCVWD 1/93 Source: Environmental Data Resources, Inc. (EDR), The EDR Corridor Study Report, Study Area, Santa Clara-Alum Rock Light Rail, San Jose, CA 95130, December 6, 2001, Inquiry Number s. Low Potential Potential to create an environmental condition on the project site is considered to be low for one or several factors including, but not limited to the following: direction of groundwater flow is away from the subject site (down gradient); remedial action is underway or completed at off-site locations; distance from the subject site is considered great enough to not allow the creation of a potential environmental condition; only soil was affected by the occurrence; and/or the regulatory agency with oversight jurisdiction has determined no further action is necessary. Moderate Potential Potential to create an environmental condition on the project site is considered to be moderate and further investigation may be necessary due to one or several factors including, but not limited to, the following: occurrence reported but remedial status is unknown; unable to confirm remedial action completed; proximity to the project site; and/or groundwater flow is towards the project site (up gradient). High Potential Potential to create an environmental condition on the project site is considered high and further investigation is necessary due to one or several factors including the following: Chapter 2 Project Description

23 occurrence noted on-site or directly adjacent to project site and status of remedial action is unknown; and occurrence affected groundwater and is located up gradient from the subject site. 22 leaking underground storage tank () sites and an additional four historic underground storage tank (UST) sites were identified along the project corridor. 19 properties listed as hazardous waste sites (i.e., CORTESE sites) and 42 properties listed as HAZNET sites (i.e., sites with hazardous waste manifests) were identified along the project corridor. In addition, nine small quantity generators (RCRIS-SQG) and one large quantity generator (RCRIS-LQG) of hazardous wastes were identified along the project corridor. 2.4 Regulatory Framework Hazardous Materials The use, storage, and disposal of hazardous materials, including management of contaminated soils and groundwater, are regulated by federal, state, and local laws and regulations. The U.S. Environmental Protection Agency (U.S. EPA) is the Federal-administering agency for hazardous waste regulations. State agencies include the California Environmental Protection Agency (Cal EPA), Department of Toxic Substances Control (DTSC), the San Francisco Bay Area Regional Water Quality Control Board (RWQCB), the California Air Resources Board (ARB), and the Bay Area Air Quality Management District (BAAQMD). Local regulatory agencies include the City of San Jose Fire Department (SJFD), Santa Clara Valley Water District (SCVWD), and Santa Clara County Department of Environmental Health, Hazardous Materials Compliance Division (SCCDEH). A description of agency jurisdiction is summarized below: Environmental Protection Agency (EPA) The EPA is responsible for enforcement and implementation of federal laws and regulations pertaining to hazardous materials. The federal regulations are published in Title 40 of the Federal Code of Regulations (40 CFR). The legislation is outlined in the Resource Conservation and Recovery Act of 1976 (RCRA), the Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA), and the Superfund Amendments and Reauthorization Act of 1986 (SARA). The Federal Hazardous Materials Transportation Law of 1994 regulates the transportation of hazardous materials. These laws and associated regulations include specific requirements for facilities that generate, use, store, treat, and/or dispose of hazardous materials. The EPA provides oversight and supervision for Federal Superfund investigation/remediation projects, evaluates remediation technologies, and develops hazardous materials disposal restrictions and treatment standards California Environmental Protection Agency (Cal EPA) Cal EPA is the State regulatory agency that is comprised of regional boards, departments and offices to implement State laws and regulations pertaining to hazardous materials. Cal EPA is comprised of ARB, the Department of Pesticide Regulation (DPR), DTSC, the Integrated Waste Management Board Chapter 2 Project Description

24 (IWMB), the Office of Environmental Health Hazard Assessment (OEHHA), and the State Water Resources Control Board (SWRCB) Department of Toxic Substances Control (DTSC) In California, DTSC is authorized by EPA to carry out the RCRA program in California. Permitting, inspection, compliance, and corrective action programs ensure that people who manage hazardous waste follow state and federal requirements. Most state hazardous materials regulations are contained in Title 22 of the California Code of Regulations (CCR). DTSC provides cleanup and action levels for subsurface contamination these levels are equal to or more restrictive than, Federal standards. DTSC has also developed land disposal restrictions and treatment standards for hazardous waste disposal in California Regional Water Quality Control Board (RWQCB) The project is located within the jurisdiction of the San Francisco Bay Area RWQCB. The RWQCB is authorized by the Porter-Cologne Waste Quality Act 3 of 1969 to protect the waters of the State. The RWQCB provides oversight for sites where the quality of groundwater or surface waters is threatened. Extraction and disposal of contaminated groundwater due to investigation/remediation activities or due to dewatering during construction would require a permit from the RWQCB if the water were to be discharged to storm drains, surface waters, or land. A permit from the local sanitary treatment facility would be required if water were to be discharged to the sanitary sewer system California Air Resources Board (ARB) The Air Toxic Hot Spots Information and Assessment Act of 1987 requires that industry provide information to the public on emissions of toxic air contaminants and their impact on public health. The Act requires ARB and local air quality management districts to inventory sources of over 200 toxic air contaminants, to identify high priority emission sources, and to prepare a health risk assessment for each of these priority sources Bay Area Air Quality Management District (BAAQMD) The Bay Area Air Quality Management District was created by the California Legislature in 1955 and is the local enforcement agency for ARB regulations. The District's jurisdiction encompasses all of seven counties Alameda, Contra Costa, Marin, San Francisco, San Mateo, Santa Clara and Napa, and portions of two others southwestern Solano and southern Sonoma. BAAQMD is primarily responsible for planning, implementing, and enforcing the federal and state ambient standards in the Bay Area. 3 The Porter-Cologne Water Quality Control Act establishes the State Water Resources Control Board and each Regional Water Quality Control Board as the principal State agencies for having primary responsibility in coordinating and controlling water quality in California. Chapter 2 Project Description

25 San Jose Fire Department (SJFD) The SJFD is responsible for administration of the City s Hazardous Materials Program and is the local implementing agency for hazardous material regulations for sites within the City of San Jose. The SJFD Hazardous Materials Division issues permits for the operation and removal of underground and aboveground storage tanks (USTs and ASTs), and conducts annual inspections to ensure compliance with hazardous materials management and UST operation regulations within the City of San Jose Santa Clara Valley Water District (SCVWD) The SCVWD manages groundwater throughout the Santa Clara Valley and works in conjunction with the RWQCB to oversee and provide guidelines for investigating and remediating sites affected by the release of petroleum hydrocarbon fuels from USTs Santa Clara County Department of Environmental (SCCDEH) The SCCDEH enforces state and local regulations pertaining to hazardous waste generators and risk management prevention programs. In addition, the SCCDEH is responsible for enforcing programs managed by the SJFD for federal, state, and county properties and facilities within the City of San Jose Worker Health and Safety Worker health and safety is protected by Federal and State regulations. The Occupational Safety and Health Administration (OSHA) is the Federal-administering agency for worker health and safety regulations. The California Department of Industrial Relations, Division of Occupational Health (DOSH) has jurisdiction over state regulations. A description of agency jurisdiction is summarized below: Occupational Safety and Health Administration (OSHA) OSHA is responsible for enforcement and implementation of federal laws and regulations pertaining to worker health and safety. Under its jurisdiction, the Hazardous Waster Operations and Emergency Response (HAZWOPER) regulations, in 29 CFR , require training and medical monitoring for workers at hazardous waste sites. Additional regulations have been developed for construction workers regarding exposure to lead (29 CFR ) and asbestos (29 CFR ) during construction activities Division of Occupational Health (DOSH) At the State level, DOSH is charged with enforcement of state regulations and supervision of workplaces in California that are not under direct federal jurisdiction. State worker health and safety regulations applicable to construction workers include training requirements for hazardous waste operations and emergency response (8 CCR 5192) and lead (8 CCR ) and asbestos (8 CCR 1529) regulations, which equal or exceed the federal Standards. Chapter 2 Project Description

26 Chapter 3 Historical Records Review On January 13, 2004, VERTEX Engineering Services, Inc. (VERTEX) conducted a file review of hazardous material sites located on or adjacent to the project corridor that were identified by PBS&J (formally EIP) as having a moderate or high potential for impact to the project corridor. Based on the review of the EDR report, PBS&J identified three of the 63 facilities as having a moderate potential for impact to the project corridor, and one of the 63 facilities as having a high potential for impact to the project corridor. VERTEX performed a review of readily accessible regulatory records pertaining to these four sites, which included 2149 Alum Rock Avenue, 2510 Alum Rock Avenue, 1598 Alum Rock Avenue, and 452 East Santa Clara Street. The property at 2149 Alum Rock Avenue was identified as having a high potential for impact to the project corridor, and the other three properties were identified as having a moderate potential for impact to the project corridor. The remaining 59 properties on the list were reported to have a low potential to impact the project corridor. The following provides a summary of the regulatory records reviewed by VERTEX. 3.1 Aerial Photographs Aerial photographs dated 1954, 1960, 1971, 1976, 1988, and 1999 were reviewed at Pacific Aerial Survey in Oakland, California. A summary of the features depicted on the historical aerial photographs reviewed is presented Table 3-1. Year Reviewed Table 3-1 Aerial Photography Review Site and Surrounding Property Use 1954 The properties along the eastern portion of the site corridor, near the intersection of Alum Rock Avenue and Capitol Avenue, are developed with a cemetery to the north, and an oval feature that appears to be an arena to the south. Adjacent to the arena, several large buildings, likely agricultural or industrial in use, are depicted. Agricultural uses are depicted to the south of Alum Rock Avenue to the west of the arena feature. Moving westward, residential and commercial uses increase, and three round features that appear to be aboveground tanks are depicted near one of the rural residential properties, approximately 50 feet from Alum Rock Avenue. An industrial property is depicted to the northeast of the intersection of Alum Rock Avenue and Silver Creek. To the west, Highway 101 crosses the project corridor, commercial uses increase, and residential uses decrease. Along the westernmost portion of the corridor, larger, multiple story buildings dominate the area, and a railroad station is depicted to the south of the project corridor. Two large aboveground tanks are depicted approximately 500 to 650 feet to the north of East Santa Clara Street. Highways 680 and 87 have not been constructed The properties along the eastern portion of the site corridor, near the intersection of Alum Rock Avenue and Capitol Avenue, are developed with a cemetery to the north, and several large buildings, likely agricultural or industrial in use, to the south. The arena feature is no longer depicted. Agricultural uses are depicted to the south of Alum Rock Avenue to the west of the large buildings. Chapter 3 Historic Records Review

27 Table 3-1 Aerial Photography Review Year Reviewed Site and Surrounding Property Use Moving westward, residential and commercial uses increase, and a drive-in movie theater and an industrial property are depicted to the northeast of the intersection of Alum Rock Avenue and Silver Creek. To the west, Highway 101 crosses the project corridor, beyond which railroad tracks and a rail yard are depicted. Moving westward, commercial uses increase, and residential uses decrease. Along the westernmost portion of the corridor, larger, multiple story buildings dominate the area. A railroad station is depicted to the south of the project corridor, and industrial uses are depicted to the north. Two large aboveground tanks are depicted approximately 500 to 650 feet to the north of the project corridor. Highway 680 and 87 have not been constructed The property uses along the site corridor are similar to those depicted in the 1960 photograph; however, an increase in commercial properties along Alum Rock was observed. The properties along the eastern portion of the site corridor, near the intersection of Alum Rock Avenue and Capitol Avenue, are developed with a cemetery to the north, and several large buildings, likely agricultural or industrial in use, to the south. Agricultural uses are depicted to the south of Alum Rock Avenue to the west of the large buildings. Some vacant properties are depicted to the north and south of Alum Rock Avenue. Moving westward, residential and commercial uses increase, and a drive-in movie theater and an industrial property are depicted to the northeast of the intersection of Alum Rock Avenue and Silver Creek. Mixed commercial and residential uses are depicted along Alum Rock Avenue between Silver Creek and Highway 101. East of Highway 101, a school is depicted to the north of East Santa Clara Street, while commercial uses and railroad tracks and a rail yard are depicted to the south. A park is depicted to the north of East Santa Clara Street, near Coyote Creek. Moving westward, commercial uses increase, and residential uses decrease. Along the westernmost portion of the corridor, larger, multiple story buildings dominate the area; however, properties to the north and south of East Santa Clara Street have been cleared, likely for the development of Highway 87. A railroad station is depicted to the south of the project corridor, and industrial uses are depicted to the north. One large aboveground tank is depicted approximately 650 feet to the north of the project corridor. Highway 680 and 87 have not been constructed The properties uses along the site corridor are similar to those depicted in the 1971 photograph; however, an increase in commercial properties along Alum Rock Avenue/East Santa Clara Street was observed. Additionally, Highway 680 was developed between Capitol Avenue and Silver Creek. Highway 87 has not been constructed The properties uses along the site corridor are similar to those depicted in the 1976 photograph; however, agricultural uses along the eastern portion of the site corridor have been replaced by residences and commercial properties. Property uses are generally commercial along Alum Rock Avenue/East Santa Clara Street, and residential beyond. The property to the northeast of the intersection of Silver Creek and Alum Rock Avenue remains industrial in use. A building that appears to be a hospital, as indicated by a helipad, is depicted to the northwest of the intersection East Santa Clara Street and Coyote Creek. Highway 87 crosses East Santa Clara Street in the western portion of the site corridor. The large aboveground storage tank is no longer depicted to the north of East Santa Clara Street, in the western portion of the site corridor. Chapter 3 Historic Records Review

28 Year Reviewed Table 3-1 Aerial Photography Review Site and Surrounding Property Use 1999 The properties uses along the site corridor are similar to those depicted in the 1988 photograph; however, a large commercial building has been developed to the north of the train station, beyond East Santa Clara Street. Along the eastern portion of the project corridor, property uses are generally commercial along Alum Rock Avenue, and residential beyond. The property to the northeast of the intersection of Silver Creek and Alum Rock Avenue remains industrial in use. The property uses along the western portion of the site corridor are primarily commercial, with some industrial uses. The use of the three round features that appeared to be aboveground tanks depicted in the 1954 aerial photograph is unknown. They were located approximately feet from Alum Rock Avenue. These features were no longer depicted in the 1960 photograph. Grading of the area likely occurred during its development with commercial buildings. Two large aboveground tanks were observed approximately 500 to 650 feet north of East Santa Clara Street. Based on the USGS San Jose East topographic map dated 1961 and revised in 1980, the topography in the western portion of the site corridor slopes to the north. Two aboveground storage tanks are depicted on the topographic map in the area of the tanks observed in the aerial photograph. The larger of the two aboveground storage tanks is labeled Gas, while the smaller is labeled Water. The aboveground storage tank labeled Gas is located approximately 650 feet from East Santa Clara Avenue. The usage of the aboveground storage tanks observed during the aerial photograph review is unknown; however, based on the topographic map reviewed, they may have contained hazardous materials. Therefore, if impacted soil or groundwater is encountered during construction activities, soil and/or groundwater management practices may be necessary to follow. Implementation will require soil and/or groundwater sampling, and the management, including possible off-site disposal or relocation on-site, of impacted soil and groundwater encountered during the construction activities. Based upon a review of the aerial photographs, some of the site parcels to the south of Alum Rock Avenue, along the eastern portion of the site corridor, appear to have been used for agricultural purposes from at least the 1950s through the 1970s. It should be noted that some of the site parcels might have been subject to the application of pesticides and herbicides that potentially contained arsenic and other toxic materials. As such, future construction and/or excavation activities in these areas may require dust suppression during construction activities. Additionally, if construction activities require the removal of soil from these site parcels, near surface soils may need to be sampled and analyzed for disposal purposes prior to being removed from the site. In addition, Alum Rock Avenue/East Santa Clara Street was constructed prior to Based on the moderate volume of traffic along this road, aerially deposited lead from traffic along Alum Rock Avenue/East Santa Clara Street may be present in soils along the site parcels. Therefore, soils that will be disturbed during construction activities may need to be sampled and analyzed prior to construction. Chapter 3 Historic Records Review

29 3.2 Regulatory Agency Records Search EZ-Fill 2149 Alum Rock Avenue The EZ-Fill facility is listed on the, Cortese, and HAZNET databases. This facility is an inactive service station located at the northwest corner of Jose Figueres Avenue and Alum Rock Avenue. VERTEX conducted a file review of available information from the SCVWD pertaining to the active case for this facility. Based upon the reports available for review, three gasoline USTs and one waste oil UST were removed from this facility in June 1990 by WD Construction of San Jose, California. Excavated soils were aerated and bioremediated at the site by West Side between April 1990 and April In April 1991, a preliminary investigation was conducted at this facility by On-Site Technologies, Inc. (OST). This investigation involved the installation of a single groundwater monitoring well (MW-1), and the results were reported in an August 1995 Site Investigation Report. A Work Plan for Remedial Investigation dated January 10, 1997 was submitted by OST to the SCVWD for a two phase course of action toward compliance with SCVWD directives. OST completed Phase I of the investigation in July This work included the installation of four groundwater monitoring wells (MW-2 to MW-5) to assess the lateral and vertical extent of soil and groundwater impacted by petroleum hydrocarbons. Analytical results for groundwater samples collected from the five wells at this facility indicated that the lateral extent of the groundwater plume had not been adequately defined on the north, south, and east portions of the EZ- Fill property. Additionally, free product was encountered in MW-1, MW-4, and MW-5. In August 1998 as part of Phase II of the investigation, three additional groundwater monitoring wells (MW-6 through MW-8) and a groundwater co-extraction well (COEX-1) were installed. COEX-1 was installed on the northern portion of the EZ-Fill property, and the three monitoring wells were installed on adjacent properties to the east, north, and northwest of this facility. ATC Associates, Inc. (ATC) performed an additional investigation in June and July 2000, which consisted of the collection of grab groundwater samples from six 15-foot soil borings to the north and northwest of the property and the installation of one groundwater monitoring well (MW-9) to the north of the property. The groundwater flow direction during this investigation was reported as towards the northeast. Two additional groundwater monitoring wells (MW-10 and MW-11) were installed in September 2002 to the northeast of this facility, beyond Jose Figueres Avenue. A work plan dated February 2003 proposed the installation of three additional monitoring wells to the north of the plume, one to the south, and one to the southeast of the plume. The most recent groundwater monitoring report in SCVWD files, Groundwater Monitoring Report Number 13 dated January 2, 2004, prepared by ATC was reviewed. According to this Monitoring report, which reported results for the October 2003 sampling event, groundwater concentrations of petroleum hydrocarbons are decreasing and monitoring will be continued with the next groundwater sampling event scheduled for December ATC is reportedly in the process of implementation of the work plan for the off-site delineation of the hydrocarbon plume and the proper demolition and replacement of wells on an adjacent property with planned construction. During the October 2003 sampling event, the groundwater flow direction was reported as east and the depth to groundwater ranged from to feet below ground surface (bgs). The closest monitoring wells to Alum Chapter 3 Historic Records Review

30 Rock Avenue are MW-5 and MW-6. A copy of the site map depicting these wells is attached (Figure 3-1). The concentrations of benzene and Methyl tert-butyl ether (MTBE) reported for a groundwater sample collected from well MW-5 during the October 2003 sampling event, which is located approximately 20 feet northwest of Alum Rock Avenue, were 11,000 and less than 100 micrograms per liter (μg/l), respectively. MW-6 is located approximately 160 feet northeast of MW-5, beyond Jose Figueres Avenue. The concentrations of benzene and MTBE reported for a groundwater sample collected from well MW-6 during the October 2003 sampling event, which is also located approximately 20 feet northwest of Alum Rock Avenue, were less than 0.5 and 3.1 μg/l, respectively. According to the January 2004 ATC report, the southern and southeastern extent of the plume has not yet been characterized because the off-site wells in this area have not been installed. Based on the available data, the soil and groundwater impacts resulting from releases at 2149 Alum Rock Avenue are considered a concern to the project corridor Vance Hopkins 2510 Alum Rock Avenue The Vance Hopkins facility is listed on the Historical (HIST UST) database. This facility is an active gasoline station located southeast of Alum Rock Avenue. VERTEX conducted a file review of available information from SCVWD. Files found for the facility address pertained to an active case for Equilon Enterprises LLC, doing business as, Shell Oil Products (Shell). Based upon the reports available for review, in July 1987, three USTs and the associated service islands were replaced at this facility following the discovery of a release of petroleum hydrocarbons to the subsurface. Between May 1987 and March 1990, eight monitoring wells were installed to characterize hydrocarbon distribution in soil and groundwater (S-1 through S-8). In December 1989, extensive soil sampling was conducted during station renovation, which included the removal of piping trench backfill and the relocation of the four existing USTs. Approximately 150 cubic yards of hydrocarbon-impacted soil were excavated and disposed of off-site. On March 3, 1998, Cambria Environmental Technology, Inc. (Cambria) installed three on-site GeoProbe borings (SB-A through SB-C) downgradient of the existing monitoring wells and west of the former USTs as requested by SCVWD in a letter dated November 24, These borings were installed to determine the extent of hydrocarbons in soil and groundwater on the western side of the property. In July 1998, Cambria installed one on-site and two off-site Cone Penetrometer Test borings downgradient of the former USTs. MTBE was detected in one soil sample; however, total petroleum hydrocarbons as gasoline (TPH-g) and benzene, toluene, ethylbenzene, and total xylenes (BTEX) were not detected in soil. MTBE was detected in groundwater samples collected from two of three borings at a maximum concentration of 32,000 parts per billion (ppb) using EPA Method TPH-g and BTEX were not detected in groundwater during this phase of the investigation. In March 2002, Cambria performed a soil vapor extraction (SVE) field test on monitoring well S-9 and tank backfill well T-1. Cambria concluded that SVE is not a viable or warranted remedial option for the facility. In November 2002, Cambria performed a groundwater pumping test on monitoring wells S-2, S-7, and S-9. According to Cambria (in the March 2003 Aquifer Pump Test Report), the results from the November 2002 pumping test suggested that hydraulic control of the MTBE plume can be achieved through groundwater extraction at this facility. Chapter 3 Historic Records Review

31 FIGURE 3-1: EZ Fill Alum Rock Avenue Source: ATC Associates, Inc.

32 The most recent groundwater monitoring report in SCVWD files was reviewed. According to the Fourth Quarter 2003 Monitoring Report dated December 2003, prepared by Cambria, construction of the Groundwater Extraction System has been on-going since November 17, 2003, and is expected to be completed in January Cambria is awaiting approval of a discharge permit for the discharge of treated water associated with the groundwater extraction system. During the fourth quarter 2003, the groundwater flow direction was reported as west and the depth to groundwater ranged from to feet bgs. The closest monitoring wells to Alum Rock Avenue are S-10 and S-9, which are located on Alum Rock Avenue and 30 feet southeast of Alum Rock Avenue, respectively. A copy of the site map depicting these wells is attached (Figure 3-2). The concentrations of benzene and MTBE reported for the groundwater sample collected from well S-10 during the fourth quarter 2003 were less than 1.0 and 220 ppb, respectively. The concentrations of benzene and MTBE reported for the groundwater sample collected from well S-9 during the fourth quarter 2003 were less than 50 and 6,300 ppb, respectively. Based upon the available data, the soil and groundwater impacts resulting from releases at 2510 Alum Rock Avenue are considered a concern to the project corridor Jet Gas 1598 Alum Rock Avenue The Jet Gas facility is listed on the, Cortese, and HIST UST databases. This facility is currently a Tesoro gasoline station located at the southwest corner of 33rd Street and Alum Rock Avenue. VERTEX conducted a file review of available information from SCVWD pertaining to the active case for this facility. Based upon the reports available for review, three gasoline USTs and one waste oil UST were removed from this facility on May 19, 1986 by Kayo Oil Company. Ultramar, Inc. purchased the station in July 1990 from Kayo Oil Company and subsequently installed nine groundwater monitoring wells (MW-1 through MW-5 on the facility property and MW-7, MW-8, MW-9, and MW-11 on adjacent properties) for the investigation of the petroleum hydrocarbon release. In January 1993, a groundwater remediation system was installed at the site, which consisted of the extraction of groundwater from monitoring wells MW-2, MW-3, and MW-5 followed by granular activated carbon treatment to remove dissolved phase petroleum hydrocarbons. The treated water was discharged to the storm sewer under a NPDES permit. Operation of the groundwater pump and treat system ceased in February 1997 when the treated effluent failed the fish bioassay analyses. In July 1996, three existing underground fuel tanks were upgraded with spill containment equipment and the product lines were reinstalled with containment structures. Soil samples collected beneath the product lines during the system upgrading contained detectable concentrations of petroleum hydrocarbons. In January 1998, Ultramar drilled eight additional borings in the vicinity of the underground storage tanks to inject an oxygen-releasing compound into the soil and groundwater at the site. During the eightmonth monitoring of MW-2, there was no measurable biodegradation, reduction of petroleum hydrocarbons, or increase in dissolved oxygen in the groundwater. During 1998, 1999, and 2000, Ultramar continued the assessment of MTBE in soil and groundwater. In August and September 2001, a deeper monitoring well (MW-15B) was installed at this facility. The screened interval in MW-15B is 35 to 40 feet bgs. Additionally, an August 2002 workplan to install five groundwater monitoring wells on surrounding properties was submitted by Alisto Engineering Group. Chapter 3 Historic Records Review

33 FIGURE 3-2: Vance Hopkins Alum Rock Avenue Source: CAMBRIA

34 The most recent report in SCVWD files, Additional Site Characterization and Quarterly Groundwater Monitoring Report dated December 18, 2003, prepared by Alisto Engineering Group was reviewed. This report presents the results of the October 2003 sampling event and describes the installation of MW-10 and MW-10B approximately 680 feet west and downgradient from this facility in September During the October 2003 sampling event, the groundwater flow direction was reported as westnorthwest and the depth to groundwater ranged from 6.04 to 9.64 feet bgs in shallow monitoring wells and from 9.05 to feet bgs in deep monitoring wells. The closest monitoring wells to Alum Rock Avenue are MW-3, MW-5, MW-9, MW-7, MW-8, and MW-11. Monitoring wells MW-7, MW-8, and MW-11 are located on the sidewalk along the northwestern side of Alum Rock Avenue; while monitoring wells MW-3, MW-5, and MW-9 are located within 40 feet of the southeastern side of Alum Rock Avenue. A copy of the site map depicting these wells is attached (Figure 3-3). An isoconcentration map of total petroleum hydrocarbons as gasoline in groundwater depicts a plume of groundwater concentrations exceeding 1,000 μg/l that extends from this facility to the west, beyond Alum Rock Avenue. An isoconcentration map of benzene in groundwater depicts a plume of groundwater concentrations exceeding 50 μg/l that extends from this facility to the southeastern side of Alum Rock Avenue and concentrations exceeding 5 μg/l that extends into Alum Rock Avenue. Concentrations of MTBE exceeding 50 μg/l are reported to extend into Alum Rock Avenue as well. According to the December 2003 Alisto Engineering Group report, the lateral extent of the plume has not been fully characterized due to access issues with some of the adjacent properties. Based upon the available data, the soil and groundwater impacts resulting from releases from 1598 Alum Rock Avenue are considered a concern to the project corridor Eleven 452 East Santa Clara Street The 7-Eleven facility is listed on the database. This facility is an active 7-Eleven convenience store and gasoline station located at the southeast corner of East Santa Clara Street and Tenth Street. VERTEX conducted a file review of available information from SCVWD pertaining to the active case for this facility. Based upon the reports available for review, three gasoline USTs and one waste oil UST were removed from this facility in June 1990 by WD Construction of San Jose, California. Leak detection well MW-1 was installed in 1985 as part of UST compliance requirements. Monitoring wells MW-2 through MW-4 were installed in April 1989 in response to an unauthorized release report filed in September The report was based on 15 gallons of fuel released due to line damage during an underground fueling system upgrade and detection of liquid phase hydrocarbons (LPH) in well MW-1. Wells MW-1 through MW-4 were tested for concurrent use as groundwater monitoring and SVE wells in July Dedicated SVE wells VW-1 and VW-2 and groundwater monitoring wells MW-5 and MW-6 were installed in November Monitoring wells MW-7 and MW-8 were installed in February Monitoring well MW-9 and sparge wells SP-1 and SP-2 were installed in December Five cone penetrometer points were advanced downgradient of the main plume in An SVE system, including two horizontal vapor extraction wells (HVW-1 and HVW- 2) were installed in August 1993 and turned off in September 1994 after extracted vapor concentrations declined to stable minimum levels. Air sparging was conducted concurrently with SVE. The SVE/Air Sparging system and wells MW-1, VW-1, VW-2, and sparge wells SP-1 and SP-2 were removed in Chapter 3 Historic Records Review

35 FIGURE 3-3: Jet Gas Rock Avenue Source: Alisto Engineering Group

36 September 1995, during an upgrade of the site fueling system and removal of 350 tons of soil from the hydrocarbon source area. An assessment on surrounding properties and injection of microbial/nutrient and oxygen-releasing compound slurry at the facility were conducted in March and May Dissolved MTBE levels showed evidence of decline in response to treatment measures, however, the MTBE concentrations did not comply with SCVWD remedial goals. Monitoring wells MW-7A, MW- 10 through MW-12 were installed in March 2001 to monitor the vertical plume distribution. New sparge wells SP-1 through SP-6 were installed in March 2001 and an oxygen uptake study was conducted in conjunction with a vapor extraction test in April 2001 to demonstrate the feasibility of combined oxygen injection/sve remediation at the site. IT Corporation initiated periodic oxygen sparging on August 7, 2001 and conducted periodic oxygen injection events approximately every two weeks. Periodic oxygen injection at this facility continued in 2002 and On August 13, 2003, two soil samples were collected from beneath each fuel dispenser. These samples did not contain TPHg, BTEX, or MTBE above laboratory reporting limits. Secor stated that they will continue biweekly to monthly oxygen injection during the first quarter The most recent groundwater monitoring report in SCVWD files, Quarterly Groundwater Monitoring Report and Remediation Progress Report, written by Secor International Incorporated (Secor) was reviewed. This report presented results for the December 2003 sampling event. During the December 2003 sampling event, the groundwater flow direction was reported as radially outward from MW-2 and the depth to groundwater ranged from to feet bgs. The closest monitoring wells to East Santa Clara Street are MW-3, MW-9, and MW-11(D). A copy of the site map depicting these wells is attached (Figure 3-4). The concentrations of benzene and MTBE reported for a groundwater sample collected from well MW-3 during the December 2003 sampling event, which is located approximately 25 feet southeast of East Santa Clara Street, were less than 0.5 and 4.3 μg/l, respectively. MW-9 is located approximately 10 feet southeast of East Santa Clara Street, near its intersection with Tenth Street. The concentrations of benzene and MTBE reported for the groundwater sample collected from well MW-9 during the December 2003 sampling event were less than 0.5 and 8.7 μg/l, respectively. MW-11 is reportedly a deep monitoring well, located approximately 20 feet southeast of East Santa Clara Street. The concentrations of benzene and MTBE reported for a groundwater sample collected from well MW-11(D) during the December 2003 sampling event were less than 0.5 and 1.5 μg/l, respectively. Based upon the available data, the soil and groundwater impacts resulting from releases at 452 East Santa Clara Street are considered a concern to the project corridor. Chapter 3 Historic Records Review

37 FIGURE 3-4: 7 Eleven East Santa Clara Street Source: SECOR