March 30, 2009 

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Fifth Addendum to the 

Transbay Terminal/Caltrain Downtown Extension/Redevelopment Project 

Final Environmental Impact Statement/Environmental Impact Report 

(SCH #95063004) 

I. INTRODUCTION 

In April 2004, the Transbay Terminal/Caltrain Downtown Extension/Redevelopment 

Project Final Environmental Impact Statement/Environmental Impact Report (FEIS/EIR) 

(SCH #95063004) was certified by the City and County of San Francisco (the City), the 

Peninsula Corridor Joint Powers Board, and the San Francisco Redevelopment Agency. 

Pursuant to Section 15164 of the Guidelines implementing the California Environmental 

Quality Act (CEQA), the following addenda to the FEIS/EIR have been prepared. 

• A first addendum to the FEIS/EIR identified modifications to the Transbay Transit 

Center design and construction staging and revisions to the Temporary Terminal site 

plan. The first addendum was adopted by the Transbay Joint Powers Authority 

(TJPA) Board of Directors on June 2, 2006. 

• A second addendum revised the Locally Preferred Alternative for the Caltrain 

Downtown Extension Project (DTX), including design provisions to allow future 

construction of a Townsend/Embarcadero/Main Loop and the delay in construction of 

tail tracks on Main Street pending the outcome of future rail planning studies to 

accommodate California High-Speed Rail. The second addendum was adopted by the 

TJPA Board on April 17, 2007. 

• A third addendum amended the list of properties identified for full acquisition to 

include 546 Howard Street, which was identified in the FEIS/EIR for partial 

acquisition. The third addendum was adopted by the TJPA Board on January 17, 

2008. 

• A fourth addendum revised configuration, boarding platforms and waiting areas, bus 

staging areas, and street design associated with the Temporary Terminal. The fourth 

addendum was adopted by the TJPA Board on October 17, 2008. 

II. SUMMARY DESCRIPTION OF FIFTH ADDENDUM 

The Transbay Transit Center (TTC or Transit Center) is designed to occupy portions of 

the public right-of-way (ROW). Accordingly, the TJPA will apply to the City and 

County of San Francisco to vacate the public ROW in those areas. The impacts 

associated with most of the TTC structures that require public ROW vacation were 

previously analyzed in the FEIS/EIR. See Section III. Accordingly, analysis of these 

structures will not be a part of this addendum. However, minor changes to the building 

design, specifically (1) exterior façade of the upper levels and (2) a pedestrian bridge 

over Beale Street, were not analyzed in prior environmental documents. Accordingly, a 
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CEQA environmental checklist was developed to address the question of whether these 

proposed changes to the project would trigger the need for subsequent environmental 

review pursuant to Public Resources Code section 21166 and sections 15162 and 15163 

of the CEQA guidelines. This addendum presents the findings of the environmental 

checklist. 

III. PRIOR ENVIRONMENTAL REVIEW

The FEIS/EIR evaluated the following natural resources and urban systems: Land 

Use/Wind/Shadow, Displacements and Relocations, Socio-economics, Community 

Facilities and Services/Safety and Security, Parklands/Schools/Religious Institutions, Air 

Quality, Noise and Vibration, Geology and Seismology, Water Resources and 

Floodplains, Utilities, Historic and Cultural Resources, Hazardous Materials, Visual and 

Aesthetics, Transit/Traffic/Parking, and Construction Methods and Impacts. Analysis of 

cumulative impacts was included in the discussion for each topic area. 

 A. Bus Ramp Overpasses 

Pages 2-16 through 2-21, and 5-161 of the FEIS/EIR addressed the potential impacts 

associated with the bus ramps connecting the terminal, bus storage areas, and I-80. 

Addendum No. 1 to the FEIS/EIR found that by eliminating one bus level, the bus ramp 

linking the TTC with I-80 could be confined to a single-level structure replacing the twolevel, stacked ramp concept described for the Locally Preferred Alternative (LPA). The 

addendum identified the ramp as a single-level ramp approximately 40 feet above street 

level and approximately 20 feet lower than the top of the stacked ramp. Thus, the current 

ramp configuration design consists of a single level connector between I-80 and the TTC. 

 B. Train Box 

The FEIS/EIR evaluated the potential environmental impacts associated with the 

terminal, including the train box, which was identified as a component of the project. The 

FEIS/EIR evaluated a train box with space to accommodate six tracks for platform 

berthing locations at the TTC. The train box remains in the location identified in previous 

environmental documents. 

 C. Transit Center Bridges Over First and Fremont 

Chapter 2, and pages 5-112, 5-161, and 5-208 of the FEIS/EIR addressed the 

environmental impacts associated with the Transit Center bus deck bridges over First and 

Fremont. 

 D. Utility Relocation

Pages 5-81, 5-83, 5-216, and 5-164 of the FEIS/EIR addressed the potential 

environmental impacts associated with the relocation of utilities that will be required 

during construction of the TTC. 
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IV. DESIGN MODIFICATIONS 

 A. Basket Structures

Modifications to the Transit Center Design evaluated in this addendum include a 

structural shell that would undulate in a convex and concave shape, suspended from a 

series of “Y” columns in a curtain wall fashion (the basket structure or the baskets). This 

basket structure would be attached to the superstructure on the side of the proposed TTC. 

The structure would be suspended above the sidewalk on levels two and three, leaving 

the first level open for pedestrian circulation allowing for a continuous sidewalk 

thoroughfare underneath the TTC. The basket structure would begin approximately 18 

feet above the sidewalk and gradually curve up to a height of approximately 87 feet and 

out to a maximum horizontal reach of approximately 16 feet from the property line. The 

new curved structural design is more organic in appearance than the original design, with 

a shape that resembles a webbed basket. This changes the original window fenestration 

to an exterior skin consisting mostly of transparent panels that would fill in the webbed 

basket with a square-grid pattern. This will allow for more daylight to filter through the 

building, providing a translucent appearance. 

 B. Beale Street Pedestrian Bridge 

This addendum also evaluates the potential addition of a pedestrian bridge spanning from 

the east side of Beale Street to the upper levels of the Transit Center on the west side of 

Beale Street. The TTC pedestrian bridge over Beale Street would connect to land 

currently owned by Caltrans that would be developed as part of the Redevelopment Plan 

for the area, as described in Chapter 2 of the FEIS/EIR. The pedestrian bridge would 

allow for pedestrian crossover approximately 65 feet above the street, and would still 

allow for continuing traffic and pedestrian circulation along Beale Street. The pedestrian 

bridge crossing Beale Street would not impact previously proposed vertical circulation 

for the TTC (See FEIS/EIR pp. 2-14 and 2-21). The Final EIS/EIR did not evaluate the 

impact of crossing Beale Street with a pedestrian bridge; however, impacts associated 

with this crossing would be similar to or less than the impacts associated with the bridge 

structure for the TTC bus deck bridge crossing over Fremont and First Streets (See

FEIS/EIR p. 5-112 [analyzing visual and aesthetic impacts of the Transbay Terminal]). 

The pedestrian bridge would be at most 30 feet wide, which is approximately one-quarter 

to one half the width of the TTC and bus deck bridges. 

Construction of the basket structures and Beale Street pedestrian bridge would occur 

simultaneously with, and as a part of, construction of the Transit Center. The Beale Street 

bridge and basket structures would be designed to the same construction standards 

identified in the FEIS/EIR for the TTC. 

V. PUBLIC RIGHT-OF-WAY VACATIONS 

Public streets and sidewalks are owned by the City and County of San Francisco as a 

public right-of-way (ROW). The public ROW includes the areas above and below public 

streets and sidewalks. The TTC would occupy portions of the public ROW above 

ground, starting at approximately 18 feet, where the building, ramps, and bridges hang 
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over the street, and below ground where the proposed train box extends below the street. 

See Figure 1. In addition, bus ramps that connect I-80 to the Transit Center would 

occupy the public ROW approximately 40 feet above city streets. Because the TTC 

would occupy portions of the public ROW, the TJPA will apply to the City to vacate the 

public ROW in those areas. The proposed public ROW vacations would result in the 

vacated areas no longer being designated for public ROW or street uses. After vacation, 

the City would convey the property to the TJPA. The vacated areas would no longer be 

owned by the City and used as a public ROW, but instead would constitute property 

owned by the TJPA in fee title and occupied by the TTC. The surface level streets would 

remain City property for continued use as public ROWs. Traffic and pedestrian flows 

would only temporarily be impeded during construction, as previously evaluated in the 

FEIS/EIR. Pedestrian circulation will be enhanced after construction to allow for 

continuous passage on the street levels. In addition, during construction of the Transit 

Center, underground utility lines in the public ROW would need to be relocated. 

The following above and below street-level vacations are necessary to allow for the TTC 

as now proposed: 

• First Street between Minna and Natoma Streets 

• Fremont Street between Minna and Natoma Streets 

• Beale Street between Minna and Natoma Streets 

• Minna Street between Second and First Streets 

• Natoma Street between First and Second Streets 

• Bus ramp overpasses at Natoma, Howard, Tehama, Clementina, Folsom and 

Harrison Streets 

Appendix 1 shows the area of the proposed vacations, which are described in more detail 

below. 

 A. First Street Between Minna and Natoma Streets 

The project’s rail station box requires the full-width of the public ROW along First Street 

between Minna and Natoma Streets for approximately 186 horizontal feet beginning at a 

depth of approximately 4’-9” below grade and extending downward vertically. During 

construction, utilities would be relocated on an interim basis with utilities configured in 

their final location over the train box at a depth no greater than approximately 4’-5” 

vertically. 

The air space required for project’s bridge structure over First Street would be 

approximately 18’ above grade and extend to approximately 87 vertical feet to the top 

level of the proposed TTC, which is the roof park. The bridge would become part of a 

continuous platform for the Bus Deck with an extension horizontally from west of First 

Street to the eastside of Beale Street. The above ground vacation area on First Street 

between Minna and Natoma Streets would measure approximately 180 horizontal feet. 

 B. Fremont Street Between Minna and Natoma Streets 

The project’s rail station box requires the full-width of the public ROW along Fremont 

Street between Minna and Natoma Streets for approximately 186 horizontal feet 
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beginning at a maximum depth of 4’-9” below grade and extending downward vertically. 

During construction, utilities would be relocated on an interim basis with utilities 

configured in their final location over the train box at a depth no greater than 4’-5.” 

The air space required for the TTC’s bridge structure would be approximately 18’ above 

grade and extend vertically skyward for approximately 87 feet to the top level of the 

proposed TTC, which is the roof park. The bridge over Fremont Street would become 

part of a continuous platform for the Bus Deck from west of First Street to the eastside of 

Beale Street. The above ground vacation area on Fremont Street between Minna and 

Natoma Streets would measure approximately 180 horizontal feet. 

 C. Beale Street Between Minna and Natoma Streets

The project’s rail station box requires the full-width of the public ROW along Beale 

Street between Minna and Natoma Streets beginning at a maximum depth of 4’-9” 

vertically below grade and extending downward to the base of the train box. Vacation 

would include approximately 188 horizontal feet on the western side of Beale Street and 

approximately 220 horizontal feet on the eastern side of Beale Street. During 

construction, utilities would be relocated on an interim basis with utilities configured in 

their final location over the train box at a depth of approximately 4’-5.” 

The air space required for project’s proposed Beale Street pedestrian bridge structure and 

baskets would begin approximately 18’ above grade and extend vertically skyward up to 

approximately 87 feet to the top level of the proposed TTC. The above ground vacation 

area on Beale Street between Minna and Natoma Streets would measure at approximately 

180 horizontal feet. 

 D. Minna Street between Second and First Streets 

The project’s train box would require vacation of the southern half of the public ROW 

from 1’-6” below grade and extending downward, beginning at the TTC property line and 

extending approximately 16 horizontal feet to the north along Minna Street between 

Second and First Streets. Utilities in the southern half of the ROW would be relocated to 

the northern half. 

The air space required for the basket structure would be approximately 18’ above grade, 

continuing skyward vertically up to approximately 87 feet to the top level of the proposed 

TTC. The basket structure would extend approximately 16 horizontal feet north of the 

property line over Minna Street. 

 E. Natoma Street between First and Fremont Streets 

Beginning at the TTC property line and extending approximately 15 feet horizontally to 

the south along Natoma Street between First and Fremont Streets, the project’s train box 

would require the north-half of the public ROW from 1’-6” below grade and extend 

downward vertically. Utilities in the north half of the ROW would be relocated to the 

southern half. 
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The air space required for the basket structure would be approximately 18 feet above 

grade, continuing skyward vertically for approximately 87 feet to the top level of the 

proposed TTC. The basket structure would extend approximately 16 horizontal feet south 

of the property line over Natoma Street. 

 F. Eastern Section of Natoma Street between First and Second Streets 

From the property boundary at First Street and running westward horizontally along 

Natoma Street, the TTC would occupy approximately 171 horizontal feet of ROW below 

and above grade. Beginning at a distance of 1’-6,” the below ground train box would 

require approximately 10’ of the north-half of the public ROW as measured horizontally 

from the Transit Center’s property boundary. Utilities in the northern half of the ROW 

would be relocated to the southern half of the ROW. 

The air space required for the basket structure would be approximately 18’ above grade, 

continuing skyward vertically up to approximately 87 feet to the top level of the proposed 

TTC. The basket structure would extend approximately 16 horizontal feet south of the 

property line over Natoma Street. 

 G. Western Section of Natoma Street between First and Second Streets 

The project’s train box would require the full-width of the public ROW along Natoma 

Street beginning 1’-6” below grade and extending vertically downward. The areas that 

would be affected would begin at approximately 59’ east of the property boundary on the 

eastern side of intersection of Second and Natoma Streets and would continue 

horizontally to approximately 171’ east of the western property boundary at the 

intersection of First and Natoma Streets. Utilities would be relocated outside of this 

approximately 596 horizontal-foot section of Natoma Street. 

The air space required for the basket structure would be 18’ above grade, continuing 

skyward up to approximately 87 feet to the top level of the proposed TTC, extending 

horizontally approximately 16’ south of the property line. 

H. Bus ramp overpasses at Natoma, Howard, Tehama, Clementina, Folsom, 

First and Harrison Streets 

The bus ramps connecting I-80 to the TTC will cross; 1) Harrison Street between Essex 

and Second streets; 2) Folsom Street between Essex and Second Streets; 3) Clementina 

Street between Ecker and Second Streets; 4) Tehama Street between First and Second 

Streets; 4) Howard Street between First and Second Streets; 5) First Street between 

Clementina and Tehama Streets and 5) Natoma Street between First and Second Streets. 

The air space required to be vacated for the project’s bus ramps would begin 

approximately 18’ above grade and extend vertically to the sky. Horizontally, the bus 

ramps require vacation of the full-width of the public ROW at the crossings and extend 

lengthwise for approximately 95 feet. On First Street the vacation will extend lengthwise 

for approximately 30 feet. 
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VI. ENVIRONMENTAL ISSUES 

As discussed previously, most of the TTC structures that require public ROW vacation 

were previously analyzed in the FEIS/EIR. This addendum focuses on the following 

Transit Center design changes that require public ROW vacation: (1) the addition of 

exterior façade wall basket structures and (2) the addition of a pedestrian bridge over 

Beale Street. 

 A. Land Use, Wind, and Shadow 

Public ROW vacation would allow for the beneficial land use impacts described in the 

FEIS/EIR (pp. 5-2 and 5-3), including the intensification of land uses, the freeing of land 

for development, and enhanced pedestrian circulation. All streets identified in this 

addendum were previously evaluated for shadow impacts with the exception of the 

pedestrian bridge over Beale Street. The Beale Street bridge would cast a shadow smaller 

in extent and similar in duration to that described in the FEIS/EIR for Fremont and First 

Streets (FEIS/EIR pp. 5-19 to 5-21). Because the bridge would not be located near 

existing open space under the jurisdiction of the San Francisco Recreation and Park 

Commission, it would not cast shadows on City-owned open spaces (See FEIS/EIR and 

Addendum No. 1). Modifications to terminal design would comply with City Planning 

Code Section 148 for the reduction of ground-level wind currents as specified on page 

5-18 of the FEIS/EIR. The design of the basket structure would conform to required 

building and planning standards. The Redevelopment Plan described and evaluated in 

the FEIS/EIR included future development of the block immediately to the east of the 

terminal along Beale Street. The extension of a pedestrian bridge over Beale Street 

would not limit or constrain the uses in the area and would be compatible with future 

development as evaluated by the Redevelopment Plan for the area. Pedestrian circulation 

will be maintained along the street. 

The City’s General Plan Urban Design Element Policy 2.8 creates a presumption against 

vacating street areas. Policy 2.9 lists criteria under which a vacation may occur. Under 

Policy 2.9(B), vacations for the baskets and pedestrian bridge may be considered 

favorably. The basket structures enhance the visual appeal of the TTC and will enhance 

the character of the TTC as a visual focal point for the Transbay Redevelopment Project 

area. The baskets also further the public values of streets; they do not interfere with 

adequate light and air to pedestrians below the baskets, and provide views to the outside 

for people within the TTC. The bridge over Beale Street is a small-scale pedestrian 

crossing. It will span from one side of Beale street to the other, and be at most 30 feet 

wide, and likely less. The bridge is necessary for public access to and from the Transit 

Center. It will connect to a proposed building on the east side of Beale, which would 

provide for egress from the underground train box levels of the TTC. Pedestrian access 

to the retail and park levels of the TTC would be facilitated by providing a means to cross 

Beale Street. Additional access to the rooftop park will encourage use of the park. 

Vacation for the baskets and pedestrian bridge are also consistent with the criteria listed 

in Urban Design Element Policy 2.9(A). Because the design modifications will only 

occupy air space, they will not eliminate street space, disrupt vehicular or pedestrian 

circulation, or interfere with the rights of access to private property. Further, because the 
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pedestrian bridge will improve access to the 5.4 acre park atop the TTC, it will enhance 

public recreation activities and open space. The impacts on the scale and character of the 

surrounding development will be similar to the visual and aesthetic impacts discussed for 

the TTC in the FEIS/EIR, pages 5-112-121. The basket structures will begin 

approximately 18 feet above the streets and the pedestrian bridge will be located 

approximately 65 feet above the street. This is sufficient clearance to allow emergency 

vehicles to access the streets. Overhead trolley lines currently exist on Beale Street. The 

TJPA is working with the MTA to permanently relocate those utilities and will reimburse 

the MTA for relocation costs. The basket structures and pedestrian bridge do not add to 

the height of the building. Although the basket structures increase the width of the 

Transit Center, they add visual interest and appeal to the building design. 

There is not a significant view along Beale Street that would be obstructed or diminished 

by the pedestrian bridge. Currently, the view looking southwest along Beale Street from 

the corner of Mission and Beale Streets is impeded by the existing Transbay Terminal 

bus ramps. Beyond the bus ramps is the Harrison Street and I-80 freeway crossings over 

Beale. Existing buildings obstruct the view from Beale Street to Rincon Hill. The view 

northwest from Howard and Beale Streets similarly is impeded by the existing bus ramps. 

Beyond the bus ramp is a view of highrise buildings. Similarly, the views looking up and 

down Minna and Natoma Streets consist of industrial and highrise buildings. There is no 

existing view to the San Francisco Bay along these streets. 

The TTC pedestrian bridge over Beale Street would connect the TTC to property 

currently owned by Caltrans that would be developed as part of the Redevelopment Plan 

for the area, as described in Chapter 2 of the FEIS/EIR. The property along the east side 

of Beale would be transferred from Caltrans to the TJPA according to a Cooperative 

Agreement.1

 The property is zoned for public use. Future use of the property is planned 

to be for a building to accommodate egress stairs from the below-ground train box levels 

of the TTC and mechanical equipment to support the TTC. (See FEIS/EIR Addendum 

No. 1 p. 10 and Recommended Program Implementation Strategy, Transbay Joint Powers 

Authority, Feb. 10, 2006 (showing building on east of Beale)). 

Under Urban Design Element Policy 2.10, release of street areas is permitted in the least 

extensive and least permanent manner appropriate. Here, only air rights are sought to be 

vacated for the proposed basket structures and pedestrian bridge, and surface streets 

would remain public ROW. Although the TJPA seeks to have the vacated properties 

conveyed in fee simple, this is appropriate given the long-term and public use of the 

property for the TTC. 

The basket structures and pedestrian bridge are consistent with other General Plan Urban 

Design Policies. Existing street patterns will not be disrupted. The basket structures 

would add a design element that makes the TTC a more prominent center of activity. 

They will assist in distinctively identifying the TTC, making it easily understood and 

 

1

 State of California Department of Transportation District Agreement No. 4-1984-C (effective date July

11, 2003), City and County of San Francisco Resolution No. 441-03 (approved July 11, 2003), and 

Transbay Joint Powers Authority Board of Directors Resolution No. 03-004 (approved May 30, 2003). 
March 30, 2009 

Page 9 of 14 

remembered as a transit stop. The basket structures would not interfere with views 

downward to the proposed park from higher surrounding view points. See Section M, 

below, for additional discussion of the visual and aesthetic impacts of the basket 

structure. The pedestrian bridge would create a continuous design connection between 

the rooftop park and the adjacent property, providing additional access the park from the 

outside in addition to access from inside the TTC. The bridge will also provide an 

additional point from which to view the rooftop park and downtown. 

The pedestrian bridge may have some adverse impacts, however these would not be 

significant. As discussed above, the pedestrian bridge’s shadow impacts on the street 

will not be significant. The bridge will slightly clutter the air space surrounding the TTC 

and rooftop park. The existing conditions along this stretch of Beale Street, however, 

includes several overhead crossings. The existing bus ramps for the Transbay Terminal 

currently cross Beale Street in two locations, north and south of Howard Street. South of 

that, Harrison Street crosses over Beale. I-80 crosses over Beale Street south of Harrison 

Street. The existing bus ramps will be demolished during construction of the TTC. The 

proposed pedestrian bridge will allow for a lighter, more visually pleasing design than the 

existing bus ramps. In addition, the pedestrian bridge would be located approximately 65 

feet above the street. Thus, pedestrians would still have relatively expansive views 

through the street beneath the bridge. 

 B. Displacements and Relocations 

The proposed public ROW vacations necessary for the basket structure and bridge over 

Beale Street would not divide an established community or conflict with applicable land 

uses plans, policies, or regulations, but would allow a portion of the building to overhang 

(but not obstruct) the sidewalk on Minna, Natoma, and Beale Streets. The City currently 

owns all property to be conveyed to the TJPA following the public ROW vacations. As 

noted above, property along the east side of Beale would be transferred from Caltrans to 

the TJPA according to a Cooperative Agreement.2

 The new design of the basket structure 

would continue along the entire side of the TTC connecting several blocks together in a 

cohesive fashion. The pedestrian bridge would also provide pedestrian circulation 

vertically and horizontally connecting the blocks and improving land use compatibility. 

 C. Socio-economics 

The beneficial socio-economic impacts resulting from the increased activity and 

economic vitality generated by the project would remain as described in the FEIS/EIR 

(p. 5-35). 

 D. Community Facilities and Services/Safety and Security 

The public ROW vacation process during TTC construction would comply with 

FEIS/EIR mitigation, which includes, but is not limited, to a combination of construction 

contract specifications, drawings, and provisions, as well as public affairs and a public 

construction coordination programs (FEIS/EIR pp. 5-198 to 200). The vacation has been 

 

2

 State of California Department of Transportation District Agreement No. 4-1984-C effective date July 11, 

2003, City and County of San Francisco Resolution No. 441-03 approved July 11, 2003, and Transbay 

Joint Powers Authority Board of Directors Resolution No. 03-004 signed May 30, 2003. 
March 30, 2009 

Page 10 of 14 

designed to reduce impacts to area businesses and property owners, and so that project 

mitigation would best meet community needs. Construction within the vacated areas 

would comply with the Safety and Security guidelines in the FEIS/EIR (pp. 5-122 and 

5-225). The additional construction activities, which represent a small portion of the 

entire TTC construction effort, would not require additional staff or public service 

capacity to respond to emergencies in the area. 

 E. Parklands/Schools/Religious Institutions 

Public ROW vacations would not alter the finding in the FEIS/EIR (pp. 5-44, 5-45, and 

5-204) that the project would not produce adverse impacts to parks, schools, and religious 

institutions, since none of these uses are located in the immediate vicinity of the 

vacations identified. The project includes additional park space that can be accessed by 

the public. 

 F. Air Quality 

Construction of the Beale Street pedestrian bridge and the basket structures would result 

in no change to potential air quality impacts previously evaluated in the FEIS/EIR. As 

stated on page 5-205 of the FEIS/EIR, there are no quantitative emissions thresholds for 

construction activities, which are by their nature temporary and occur over a large area, 

potentially affecting different receptors at different times. The project would comply 

with the Bay Area Air Quality Management District’s (BAAQMD) approach to the 

analysis of construction impacts through the implementation of control measures. The 

public ROW vacations and construction of the Beale Street bridge would comply with 

measures listed on pages 5-205 and 5-206 of the Final EIS/EIR, which includes but is not 

limited to watering all active construction areas at least twice daily; covering all trucks 

hauling soil, sand, and other loose materials or requiring all trucks to maintain at least 

two feet of freeboard; and sweeping daily (with water sweepers) all paved access roads, 

parking areas and staging areas at construction sites. 

 G. Noise and Vibration 

Construction of the baskets and Beale Street bridge would not result in new significant or 

substantially increased operational impacts to noise or vibration levels. Construction 

would be conducted in compliance with previously adopted FEIS/EIR Mitigation 

Measures NoiC 1 to NoiC 6, which would reduce impacts to less than significant. 

 H. Geology and Seismology 

The TTC has been designed with pile supported foundations sufficient to support all 

functions (FEIS/EIR pp. 5-79 to 5-80, 5-225). The new basket-like curtain wall structure 

would be designed to connect into the existing superstructure intended to support the 

TTC. The design elements would be evaluated along with the entire structure to conform 

to required code standards for seismicity. Structural components of the project would be 

designed and constructed to resist strong ground motions approximating the maximum 

anticipated earthquake (0.5g) (FEIS/EIR p. 5-80). As identified in the FEIS/EIR, supports 

would serve to minimize settlement and lateral displacement resulting from seismic 

shaking (FEIS/EIR p. 5-80). The Beale Street bridge would be designed to the same 

construction standards identified in the FEIS/EIR for the TTC. Therefore no additional 
March 30, 2009 

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significant impacts are anticipated due to geology or soils than those previously 

evaluated. 

 I. Water Resources and Floodplains 

No long-term adverse impacts on water resources and floodplains were identified in the 

FEIS/EIR. The limited area affected by construction activities for the Beale Street bridge 

would not change the risk of impact to water resources or floodplains from that described 

in the FEIS/EIR (p. 5-80). 

 J. Utilities and Energy 

As discussed in the FEIS/EIR, the Transbay Terminal/Caltrain Downtown Extension/ 

Redevelopment Project would result in an increase in demand for and use of water and 

energy, but not in excess of amounts expected and provided for in the area (FEIS/EIR p. 

5-81). The Beale Street bridge and basket construction activities would require minor 

amounts of water and energy, as compared to the project, and operation would not require 

additional sources beyond those previously evaluated in the project’s environmental 

documents. As identified on page 2-11 of the FEIS/EIR, design of the terminal would 

incorporate sustainable features that would allow the building to use site-specific wind, 

daylight and shading to reduce the building’s energy needs. The basket structures would 

allow for the passage of more light through the TTC. The use of more translucent 

materials would provide transparency during the day and at night. The additional light 

that would filter into the space during the day would reduce energy needs. 

 K. Historic and Cultural Resources 

The public ROW vacation above ground would occur in air space above street level and 

would not impact historical resources in the area. The new design of the elevation 

consisting of a basket-like structure will provide a modern style of architecture that is not 

currently represented in the area. However, the TTC design modifications do not 

significantly change the impacts already analyzed in the FEIS/EIR as the features 

described in this addendum would remain visually cohesive with the area, and analysis of 

impacts to historic districts and resources, as evaluated on pages 5-112, 5-116, and 5-117, 

would be consistent with current design proposals. The transparency of the design would 

allow for views through the space reducing the visual obstruction of existing historic 

architecture in the vicinity, a beneficial effect. Historic properties are not located on the 

east side of Beale Street where the pedestrian bridge would extend over Beale Street. 

Although, below ground construction associated with public ROW vacation and 

construction of the Beale Street bridge may not result in new or more severe impacts to 

cultural resources, it has the potential to impact unknown cultural resources. TTC 

construction activities would comply with previously adopted mitigation as indicated in 

the Memorandum of Agreement between the local and federal lead agencies and the State 

Historic Preservation Officer (FEIS/EIR Appendix G), and potential impacts would be 

less than significant (FEIS/EIR pp. 5-86 to 5-90, 5-216, and Appendix G). 
March 30, 2009 

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 L. Hazardous Materials 

If hazardous materials are encountered during utility relocation for public ROW vacation, 

they would be handled as indicated in the FEIS/EIR (pp. 5-222 to 5-224). 

 M. Visual and Aesthetic 

Design of the TTC elevation now proposes an organic basket-like structure with an 

undulating appearance that alternates between concave and convex curves, suspended 

over the side walk. This specific design feature would provide more visual interest along 

the street and would not result in a more severe impact to the existing visual character of 

the site than previously evaluated in the FEIS/EIR.

The new curved design of the basket structure would be constructed of materials allowing 

for better transparency when compared to the design originally analyzed in the FEIS/EIR. 

This will allow for the passage of daylight into the space on the concourse and bus levels 

during the daytime and the illumination of inside light onto the street during the nighttime 

when the TTC is operating. The new design would enhance views into the TTC space 

from the street so that functions and activities would be identifiable and easier to locate. 

The transparency of the structure would also allow for more continuous views outward 

for users of the TTC. The basket structure would be suspended over the sidewalk creating 

an overhead covering, providing a translucent quality that would allow for light to filter 

down to the street level. 

View corridors along the street would be interrupted at First and Fremont Streets where 

bridge portions would cross over the streets. This would alter the public view at the 

ground level to some extent; however, the structure would frame views down the street 

and views to the north and south are still possible. The view obstruction looking upward 

from the street would not be substantial, and this impact would not be considered 

significant. Additionally, the new transparent design would allow for some views 

through the structure. The new design would enhance the pedestrian visual experience at 

the roof park and bridge levels over the street. Views at this height would be provided in 

multiple directions that are not currently achievable from the street level. 

The design modification impacts from above ground light and glare would be within the 

envelope of those previously evaluated by the FEIS/EIR as the materials and equipment 

to be used are anticipated to be similar to those previously analyzed. Construction-related 

light and glare would be consistent with FEIS/EIR findings that construction would 

generate additional night lighting but not in amount unusual for a transportation hub in a 

developed urban area (FEIS/EIR p. 5-120). Short-term visual changes as a result of 

temporary construction activities are common and accepted elements in the 

redevelopment area; therefore mitigation is not required (FEIS/EIR p. 5-224). However, 

as addressed in the FEIS/EIR, TJPA would require project contractors to ensure that at 

night artificial lightings would be directed to minimize “spill over” light or glare effects. 

Once the project is complete, the new TTC design modifications would allow for the 

passage of more light through the TTC. The use of translucent materials would provide 

transparency during the day and at night. During the nighttime, the lighting on the 
March 30, 2009 

Page 13 of 14 

interior would provide some illumination that would also filter onto the street. This 

would provide a level of light similar to street lamps. Lighting would be designed to 

limit glare and reflectance upon surfaces to reduce any potential negative effect to users 

in the vicinity. 

See Section A, above, for additional discussion of visual and aesthetic impacts of the 

pedestrian bridge over Beale Street. 

N. Transportation 

Construction activities would not impact area traffic with the exception of altering lane 

configuration during utility relocating or construction of the bridge over Beale Street. The 

FEIS/EIR previously identified Natoma Street between First and Second Streets; Minna 

Street between First and Second Streets; and First, Fremont, and Beale Streets between 

Howard and Mission Streets for street closures during construction (FEIS/EIR pp. 5-160 

to 5-161). The construction in vacated areas would comply with FEIS/EIR mitigation 

which includes, but is not limited to a combination of construction contract specification, 

drawings, and provisions, as well as public affairs programs. Public ROW vacation 

would not result in new or additional impacts to transportation as previously identified by 

the FEIS/EIR. 

VII. ENVIRONMENTAL FINDINGS 

Based on the above information and analysis, the proposed public ROW vacations for the 

Transit Center and its design modifications will not trigger the need for subsequent 

environmental review pursuant to Public Resources Code section 21166 and sections 

15162 and 15163 of the CEQA guidelines. The proposed public ROW vacations 

described in this addendum would not require major revisions to the FEIS/EIR due to 

new or substantially increased significant environmental effects. Furthermore, there have 

been no substantial changes with respect to the circumstances under which the public 

ROW vacations would be undertaken that would require major revisions of the FEIS/EIR 

due to new or substantially increased significant environmental effects; and there has 

been no discovery of new information of substantial importance that would trigger or 

require major revisions to the FEIS/EIR due to new or substantially increased significant 

environmental effects. Therefore, no subsequent or supplemental environmental impact 

report is required prior to approval of the public ROW vacations for the Transit Center 

and its design modifications as described in this addendum. 
March 30, 2009 

Page 14 of 14 

Figure 1 

 

P:\TJPA\Revisions to EIR\Addendum 5_Street Vacations (4 1 09 ) .doc