Tactile Guideways

This station only has one detectible path, running from the top of the staircase that goes down to the platform, to the area just outside the station entrance. The path is made of six inch wide raised plastic yellow tiles. There are many ninety degree turns in the path. 

Because the path is yellow, it contrasts well with the color of the surrounding material in the station. The path is also made of plastic, making it physically and audibly contrast well against the surrounding textures and materials. It is quite easy for a can user to follow the path for those reasons. 

Interior Station Path

The path runs approximately north to east, it has many ninety degree turns. 

There are two staircases which go up to the rest of the station from the platform. They face each other, and because of this the stairs go upwards in opposite directions, with one facing west and one facing east. 

The path begins at the top of the staircase with the stairs which go upwards towards the east. 

The path begins running east for a few feet, and then there is a ninety degree turn towards the north. That turn takes the path onto a pedestrian bridge.

The path continues north along the entire length of the bridge, and at the end of the bridge there is a ninety degree turn towards the east. 

The path continues east and comes to the top of a staircase. The path continues running east at the bottom of the staircase. 

After continuing east, the path comes to another ninety degree turn towards the north. The path continues north and leads to the accessible faregate.

There is a very small gap in the path right where the faregate is, and after exiting the accessible faregate the path continues north for a few more feet, and then ends just outside the front of the station.

Main Path

The path consists of a six-inch tile bolted into the ground. It is yellow in color and made of plastic.

This portion of the path begins at the north end of the station, at a place ahead of the bus bay area.

The path then runs past the bus bay area, passing by all three fare gate entrances, then it intersects with another path which leads to the drop off zone and the street.

The path ends at the south end of the station, in front of the parking garage structure. 

Bus Bay Path

The bus bay path begins at a spur which extends from the main path, the spur is meant to convey a directional split from the main path.

 The spur is a piece of 6 x 12 yellow domed plastic. There is an approximately three-foot gap between the spur and the truncated domes at the edge of the sidewalk which indicate a crosswalk. 

The path continues on the other side of the crosswalk. This path runs parallel to the main path, north and south. 

Multiple spurs split off the path, these are identical to the spur on the main path which indicates the beginning of the bus bay path. They are located at the beginning or end of bus shelters. 

The path ends at the north end of the bus bay area, with a three-foot gap between the path and a block of truncated domes indicating a crosswalk. 

Drop Off Zone Path

This path is made of six-inch plastic and is yellow in color.

This path begins at an intersection off the main path, near the main entrance faregates. The path runs east, towards Berryessa Station Way.

At the large wheel statue, the path splits into two different paths. 

The first path veers north, then runs parallel to drop off zone and main path, running north and south. 

The path ends by the truncated domes at the edge of the sidewalk. 

The second path veers south, then runs parallel to drop off zone and main path, running north and south. 

The path ends abruptly on the sidewalk in the drop off zone.

Main Entrance Fare Gates Path

The path is made of six-inch plastic, yellow in color.

The path begins at an intersection with the main path, which leads to the accessible faregates into the station. 

After the path runs through the accessible faregate, it veers left towards a set of stairs and escalators. 

The path ends at the bottom of the stairs, which are to the left of the escalators.

North Entrance gates Path 

The path is made of six-inch plastic, yellow in color.

The path runs from just outside the north entrance faregates, then goes through the accessible faregate.

The path continues on the other side of the accessible faregate, then the path veers towards the stairs.

The path ends at the stairs after a small U-turn, the escalators are left of the stairs. 

The path does not connect to the main path. 

South Entrance Gates Path 

The path is made of six-inch plastic, yellow in color.

The path begins just outside of the south end faregates, then goes through the accessible faregate.

The path continues on the other side of the accessible faregate, then veers towards the stairs.

The path ends at a double set of stairs, there is no escalator here.

The path does not connect to the main path. 

Additional Observations/Suggestions

All of the detectable paths at this station are six inches wide, they are all made of plastic, and are all yellow in color.

The path contrasts well with the color of the floor around it, being bright yellow against mostly light gray and light brown colored material. The path is made of plastic, and the rest of the floor surface material is concrete, or concrete-like material, making the path audibly contrasting as well.

The detectable paths at this station have a lot of kinks and turns, and even interruptions. This is usually because the path has to go around an obstacle, such as a lamp post, sewer manhole cover, etc. When these kinks and interruptions occur, there is no warning or indication. 

In the cases when the path intersects with another path, sometimes there are truncated domes to indicate a directional split, and sometimes there is a simple spur which splits off the main path. 

The spur which indicates a directional split at the beginning of the bus path should be extended to connect with the truncated domes at the end of the sidewalk. At the other end of the crosswalk the bus bay path should also extend to the truncated domes at the edge of the sidewalk.

The path at the drop off zone should be extended all the way to the end of the drop off zone, ending at a set of truncated domes which would indicate the end of that area. 

The north end of the main path should be extended to where the street is, so that the path can be detected from where the sidewalk on Berryessa Station way turns into the station. If possible, the path should even be extended to the corner of Berryessa Station Way, and Berryessa Road.

The path should also be extended at the south end of the main path. Instead of ending at the parking garage, the path should run through the walking path which connects the station to the sidewalk on Mabury Road. 

There are five sections of the station that have detectable paths. These are, the interior of the station, the drop off zone, the bus bay area, the Milpitas Blvd side of the station, and the pedestrian bridge leading to VTA Light rail. 

All the paths are made of yellow six-inch-wide plastic tiles. When there is an intersection or direction change in the path, there is a block of truncated domes to indicate this. In multiple places there are spurs which split from a path, this indicates a direction change, or the end of a section of path.

A spur is a small section of path which splits off a main section of path. A spur is very short, only about two feet in length, and the same length as the rest of the path tiles. 

Interior Station Path

This path runs through the interior of the station, on the level above the platforms. 

The path runs north to south, going through both sets of faregates, and intersecting with the drop off zone path, and bus bay area path.

On both the north and south ends of the station, the path passes through the accessible faregates, and immediately splits east and west. 

On both ends of the station, the path splits west leading to the stairs/escalators toward the platform where south bound trains arrive. 

On both ends of the station, the path splits east leading to the stairs/escalators towards the platform where north bound trains arrive.

Drop Off Zone Path

This path has two sections, the first starts by splitting off the interior station path, running east. The second section runs north to south, and is parallel with the drop off zone, and the station.

Tis path starts at an intersection with the interior station path, and the bus bay area path. The path runs east out of the station, and leads to a block of truncated domes, where there is another path intersection. The path continues for a few more feet before ending at truncated domes at the edge of the sidewalk. 

The path intersecting the block of truncated domes runs north and south, parallel to the drop off zone and parallel to the station.

The north end of the path ends at a set of truncated domes at the edge of the sidewalk, at a crosswalk where Montague Express Way and the drop off zone intersect.

The south end of the path leads to a set of truncated domes where the path splits east and south. The part of the path splitting towards the east leads to truncated domes at the edge of the sidewalk, at a crosswalk where the drop off zone and Milpitas Blvd intersect. 

The part of the path splitting south leads to truncated domes at the edge of the sidewalk, where there is a small crosswalk that can be used to cross a station access road. On the other side of this small crosswalk is the Milpitas Blvd Path.

Bus Bay Area Path

The bus bay area has four sections, each of which has its own path.

All four of these paths run north to south, and are parallel both to each other, and to the station. 

There is a crosswalk running east and west that is used to access three of the four bus bay area sections.

The first path begins inside the station, it splits west from the interior station path at an intersection with the interior station path, and the drop off zone path.

The first path runs west, out of the station, and leads to a block of truncated domes where there is an intersection with the section of the first path which runs north and south.

The north side of the path runs past various bus bays, the path is occasionally interrupted by blocks of truncated domes, and spurs splitting left and right off the path. These truncated domes and spurs are located at the beginning or end of individual bus bays. This section of the path ends with two spurs splitting off on either side of the path at the end of this first bus bay section.

The south end of the path leads to a block of truncated domes which have a spur leading to truncated domes at the edge of the crosswalk used to access the other three bus bay sections.

The path continues south and ends at a pair of blocks of truncated domes, each block of truncated domes indicate an intersection with another path.

The crosswalk running east and west is used to access the other three paths in this part of the station.

The crosswalk is interrupted four times by islands which have truncated domes on both sides. Three of these islands lead to bus bay paths. One of these islands is next to a median and doesn’t lead anywhere. This median is located between the second and third bus bay sections. 

The second, third, and fourth bus bay sections are identical, and the paths are identical as well; the following information applies to all three of these paths.

The path begins at the truncated domes on the north end of the island, the path runs north and south, parallel to the other bus bay area paths, and parallel to the station.

There are blocks of truncated domes throughout the path, spurs split off on both sides of these blocks of truncated domes. The spurs indicate the beginning or end of an individual bus bay. The path

 ends at the last individual bus bay in this section of the bus bay area.

Milpitas Blvd

This path is made up of two sections. One part of the path goes from the station and leads to the street. The second section runs on the sidewalk alongside Milpitas Blvd.

The path begins at a block of truncated domes which is splitting off the first bus bay area path.

The path continues south and leads to truncated domes at the edge of the sidewalk. The truncated domes indicate a crosswalk.

On the other side of the small crosswalk are more truncated domes, where the path continues.

The path continues south to a block of truncated domes where there is an intersection in the path.

This path runs east and west, parallel to Milpitas Blvd.

The west part of the path ends abruptly on the sidewalk parallel to Milpitas Blvd.

The east part of the path runs parallel to Milpitas Blvd and ends at a set of truncated domes at the edge of the sidewalk. The truncated domes indicate a crosswalk, this is used to cross a station access road. On the other side of this crosswalk are truncated domes leading to the drop off zone path.

VTA Light rail/Pedestrian bridge path

This path leads to the VTA Light Rail station that is nearby, across a pedestrian bridge which is attached to the station. The path begins at a block of truncated domes at the south end of the first bus bay area path.

The path leads to stairs/escalators. The path continues at the top of the stairs, then turns west and runs across the entire length of the pedestrian bridge.

At the end of the pedestrian bridge, the path turns towards stairs/escalators that go up to the VTA Light Rail platform.

The path ends at the bottom of the stairs/escalators.

There are five detectible paths at this station. These paths lead to the bus bay area and drop off zone in front of the station, as well as to platforms one and two. There is also a path running through the interior of the station which connects to both platform paths.

The detectible path itself is about 24 inches in width, and made of a material similar in texture, and color to the rest of the flooring inside the station. Outside on the sidewalk in front of the station, the path stands out against the paler concrete slightly more, however there is still very low visual and audible contrast between the path and the surrounding materials in both cases. There are also grooves on either side of the path which run the entire length of all paths.  All turns in the path are ninety degree turns and are not indicated by any difference in the texture of the path. 

Interior Station Path

This path runs from the back of the station, intersects Platform one and platform two paths, and is perpendicular to the tracks. It ends at the front of the station, where it intersects with platform one path. 

Platform One Path

This path is parallel to the tracks, and to the platform two paths.

The path runs from the southeast side of platform one to the northwest side of platform one, at both ends of the path beginning at the bottom of the stairs which go up to platform one, where south bound trains arrive.

The path passes through two sets of accessible faregates and intersects with the interior station path.

Platform Two Path

This path is parallel to the tracks, and to the platform one path.

The path runs from the southeast side of platform two to the northwest side of platform two, at both ends of the path beginning at the bottom of the stairs which go up to platform two, where north bound trains arrive.

The path passes through two sets of accessible faregates and intersects with the interior station path.

Bus Bay Path

This path is perpendicular to platform one path, platform two path, the interior station path, and the tracks. 

The path begins by splitting off the southeast side of platform one path.

The path runs on the sidewalk along the bus bay area and ends where the bus bay area ends.

Drop Off Zone Path

This path is perpendicular to platform one path, platform two path, the interior station path, and the tracks. 

The path begins by splitting off the northwest side of the platform one path

The path runs on the sidewalk along the drop off zone and ends when the drop off zone comes to an end.

This station is located in the median of a highway. There are pedestrian bridges extending from the station which cross over the highway, and lead to the two cities on either side of the highway. The detectible paths at this station go to both sides of the highway. There are two detectible paths here, both go through the various areas of the station in single continuous paths. 

The majority of the path is made of black plastic tiles which are twelve inches in width. Both paths have twenty-four-inch plastic tiles which are a lighter shade than the smaller black tiles on the ground level of the station. 

Dublin Path

The path runs north and south on the west side of the station, the path begins at the top of the stairs which go down to the platform and goes through the accessible faregates. 

The path continues north through the station and turns northwest towards the pedestrian bridge leading to Dublin. The path runs down the center of the bridge, running the entire length of it. At the end of the bridge, the path turns towards stairs which go to ground level.

On the landing between the two flights of stairs, there is a small section of path which sharply turns to connect both flights of stairs. 

At the bottom of the stairs, the path changes, becoming twenty-four inches wide, and changing to a lighter shade than that of the path on the higher level of the station.

The path turns towards the bus bay area, running on the sidewalk parallel to the street, and parallel to the bus bays. 

The path comes to an abrupt end on the sidewalk, at the end of the bus bay area.

Pleasanton Path

The path runs north and south on the east side of the station, the path begins at the top of the stairs which go down to the platform and goes through the accessible faregates. 

The path continues south through the station and turns southeast towards the pedestrian bridge leading to Pleasanton. The path runs down the center of the bridge, running the entire length of it. At the end of the bridge, the path turns towards the parking garage leading to stairs which go to ground level.

After four flights of stairs downwards, the path changes to twenty-four inches and changes to a lighter shade of color. The path continues through the parking garage and ends at the exit of the garage. 

There are two paths at this station. One on the inside of the faregates, running between two stairways. The second path starts on the inside of the station, and runs along the bus bay area.

The path is about twenty four inches wide, it is dark grey in color. The material of the path is concrete, the same as the surrounding material in the rest of the station. The path sometimes blends into the surrounding material, and is visually and audibly indistinguishable from the rest of the flooring in the station. 

Interior Station Path

This path is in the interior of the faregate area, it is parallel to the above platform and tracks.

This path intersects with the bus bay path.

The path runs east and west, running between two stairways at opposite sides of the station.

Bus Bay Path

This path runs north to east.

The path is perpendicular to the platform and tracks, it intersects with the interior station path.

The path begins just inside the faregates, where it intersects with the interior station path, it then continues north through the station leading towards the exit.

Just outside the station exit the path turns sharply east, and continues up a ramp; at the bottom of the ramp there is a railing obstructing the path.

At the top of the ramp the path begins curving northeast, it then runs along the bus bays before ending abruptly on the sidewalk past the bus bay area.

There are two paths, one at the Coliseum Station side of the airport connector train, and a second path on the OAK Airport side. These two smaller stations make up the Oakland Airport Connector BART line, and take passengers from the Colliseum BART station to the Oakland airport. The entrance to the airport connector station is found on the south east end of the platform at Colliseum station, and located right in the Oakland airport. 

The detectible paths are twelve inches wide, light tan in color, and made of ceramic tiles. The detectible path blends in visually and audibly with the surrounding materials, making for very poor audible or visual contrast. There are no warning or turn indicators when the path shifts direction, or comes to a staircase. 

Coliseum Station Path

This path runs east to west, it is perpendicular to the Coliseum station tracks and platform, and parallel to the Airport Connector tracks. 

The east end of the path begins at the top of the stairs that go from the Colliseum station platform, up to the pedestrian bridge where the detectible path begins.

The path continues running across the entire length of the pedestrian bridge, goes through a set of accessible faregates, and into the platform area for the airport connector train. 

The path then continues along the platform, and leads to three sets of directional bar blocks at the edge of the platform, these indicate where the doors for the airport connector train will open.

The path comes to an end at the far end of the platform.

OAK Airport Station Path

The path runs north to south, it is parallel to the Airport Connector tracks.

South end of platform begins at the sets of directional bars that indicate where the train doors open, there are three of these sets of directional bars.

The path continues through the platform, and ends at the top of the stairs which go down to street level. 

This station has three detectible paths. A parking garage path that leads from the station, across a pedestrian bridge, and to the southwest side of the station. The interior station path which runs between the two faregate areas in the station, and a bus bay path running along bus bays on the northeast side of the station.

The path is made of twenty-four-inch black ceramic tiles. There are several surfaces, patterns, and colors which make up the surrounding ground near the paths, most of which don’t contrast very well with the color of the path. There are no indications of turns or intersection in the path, and this is another station with no path devices which indicate where bus bays are located.

Interior Station Path

This path runs northwest to southeast, parallel to the platform and tracks. The path runs between the faregate areas on either side of the station, the northwest and southeast ends.

On either end of the path, it splits into two sections. The south section goes to a set of stairs which go down to a platform which is not in use, this is the case on both ends of the path. The north section of the split goes to stairs which lead down to the platform where all trains come, this is also the case for both ends of the path.

On both ends of the path, it begins at the top of the stairs going down to the platform, the next part of the path leads to accessible faregates, again this is the case for both ends of the path.

After the path goes through the accessible faregates on either side of the station, the path runs through the interior of the station, northwest or southeast, depending on which end of the path a person begins walking on it.

Approximately in the middle of the interior station path there are two paths which intersect it. The parking garage path splits to the southwest, and further northwest along the interior station path, the bus bay path splits to the northeast off of the interior station path.

Parking Garage Path

This path runs northeast to southwest, perpendicular to the interior station path, bus bay path, and the platform and tracks. 

The path begins by splitting southwest off of the interior station path, approximately in the middle of that path.

The path then runs southwest and leads to the bottom of a flight of stairs. At the top of those stairs, the path continues southwest, and transitions from the inside of the station to the parking garage. 

The path continues running southwest through the parking garage and leads to the beginning of a pedestrian bridge.

The path keeps running southwest along the entire length of the pedestrian bridge. The path ends when the bridge ends, near the top of a set of stairs which lead down to a parking lot.

Bus Bay Path

This path runs northwest to southeast, parallel to the interior station path, and the platform and tracks. It is perpendicular to the parking garage path.

This path begins by splitting northeast off of the interior station path, running northeast for a few yards. The path comes to an intersection where the biggest section of the path splits northwest and southeast.

The southeast side runs along the front of the bus bays, it ends after the last bus bay in a random place on the sidewalk.

The northwest side is symmetrical to the southeast side, running along the front of all the bus bays, and ending after the last bus bay at a random place on the sidewalk. 

There’s just one path at this station, it runs the entire length of the bus bay area.

The path is about three to four feet in width, changing width in one place. It is made of concrete and is light grey in color. The path easily blends into the surrounding material visually and audibly. 

Bus Bay Path

The path runs Southeast to northwest.

The path begins at a set of truncated domes at the edge of the sidewalk just outside the station exit. The path runs the length of the crosswalk and continues on the other side after another set of truncated domes. After briefly continuing the same direction on the sidewalk, the path turns sharply northwest. This section of the path is four feet wide.

After the sharp turn, the path becomes three feet wide, and continues northwest.

The path runs along the bus bays, which interrupt the path. When the path comes across one of the bus bays, half the width of the path is obstructed by the bus bay. 

The path ends at the end of the bus bay area. 

There are two main detectable paths at this station. One is the interior station path which runs from the stairs to the platforms to the area around the faregates on the north end of the main station building. The second path runs parallel to the parking lot and parking garage structure, all the way out to the sidewalk on the street. 

The path is made of plastic yellow tiles, it is 12 inches wide and slightly raised. There are several gaps in the sections of path, including one large gap near the beginning of the parking garage path. These gaps, particularly the large one in the parking garage path, make it quite difficult and awkward to navigate the parts of the station with detectible paths present. However, the path itself is a nice bright color that is very visible. The texture of the raised plastic tiles is easy to detect and follow with a cane due to the good audible contrast between the tiles and the surrounding material of the floor. The station definitely needs paths going to more places, such as to the faregates on both sides of the station, and the bus bays. The gaps in the paths, as well as a lack of directional change indications make this station quite hard to navigate. 

Interior Station Path

This path is split into two small sections.

The first section runs northeast to southwest. It appears to be trying to run between the two staircases which go up to the platforms. In reality, the path runs between the two pillars which are adjacent to the staircases. The path only leads to the base of these pillars, the stairs are actually on the other side of the pillars, so effectively the pillars are in the way of the path leading to the stairs.

The northeast end of the path is closest to the stairs going up to platform one.

The southwest end of the path is closest to the stairs going up to platform two. 

The second section of the interior station path begins by splitting northwest off the first section. 

The path continues northwest, goes through the accessible faregates, then turns northeast.

The path ends a few feet away from a set of truncated domes at the edge of the sidewalk.

Parking Garage Path

This path runs roughly southwest to northeast. 

This path begins a few feet away from a set of truncated domes, these are located at the end of a crosswalk, where on the other side there is another set of truncated domes which is a few feet away from the interior station path.

The path is briefly interrupted by a few steps, before continuing for a few more feet.

There is a very large gap in the path after that, where there is a stretch of sidewalk leading to a set of truncated domes at the edge of a crosswalk that is parallel to the parking garage entrance.

On the other side of the crosswalk there is a set of truncated domes, a few feet away from those truncated domes the path continues northeast. Parallel to the parking garage, and parking lot.

The path ends a few feet away from sidewalk edge, perpendicular to Key Blvd. 

This station has three detectible paths, one in the interior of the station, one running along the length of the east side of the station along the bus bays, and one along the west side of the station.

The paths are made of six-inch-wide yellow plastic tiles. There are twelve-by-twelve-inch blocks of truncated domes indicating directional changes in the path.

Interior Station Path

This path has two sections, one running between two sets of stairs going up to the platforms, and a second section running between the first section, and intersecting with the two other paths.

The first section of the interior station path runs east to west, the east end leads to stairs going up to platform one, and the west end leads to stairs going p to platform two.

The second section runs north to south, the south end intersects with the first section, and the north end intersects with the east and west bus bay paths. The second section also runs through a set of accessible faregates. 

East Bus Bay Path

This path begins by splitting east off of interior station path, the path continues east towards the street, where there is a set of truncated domes by the curb. This is also where the path intersects with the longer section which runs north to south along the bus bays on the east side of the station. The path comes to an end at the last bus bay on both the north and south sides of the path. 

West Bus Bay Path

This path begins by splitting west off of interior station path, the path continues west towards the street, where there is a set of truncated domes by the curb. This is also where the path intersects with the longer section which runs north to south along the bus bays on the west side of the station. The path comes to an end at the last bus bay on both the north and south sides of the path. 

This station has four detectible pathways. The main concourse path that runs through the station concourse level above the platforms, the BART platform path, and the two Caltrain paths.

The path itself is made of sixteen-inch-wide black ceramic tiles. There is a white outline running along the sides of the path, making it look like the path is being highlighted. The black path contrasts well with most of the colors used in the material on the ground of the station. However, the detectible path looks quite similar to other patterns and designs used for aesthetic purposes on the ground of the station, so it is still not obvious at all, and difficult to find. The texture of the path is also only slightly distinguishable from the surrounding materials, it does not physically, or audibly contrast well with the surrounding materials. There are also objects obstructing the path in some places, such as a bench and pilar being completely in the way of the path on the southbound Caltrain platform. The path also does not feature any spurs, or anything else that would indicate where the bus bays are. 

Main Concourse Path

This path runs northeast to southwest, perpendicular to the train platforms, the BART path, and both Caltrain paths. 

The southwest end of the path ends when the path intersects with the southbound Caltrain path.

The path runs northeast from the southbound Caltrain path, and intersects the northbound Caltrain path, BART path, and continues northeast until it comes to a ninety degree turn to the northwest.

After continuing to the northwest for a few yards, the path comes to another ninety-degree-turn to the northeast. The path continues northeast until it reaches the top of a staircase. At the bottom of the staircase the path continues northeast for a few feet and ends at street level on the sidewalk.

BART Path

The BART path intersects the main concourse path approximately in the middle of it. The BART path splits east and leads to the accessible faregate. It continues east on the other side of the accessible fare gate and comes to another intersection where the path has two more sections.

One section starts by splitting ninety degrees northeast from the BART path, it runs northeast for a few feet, and comes to another ninety-degree-turn to the east. It continues east for a few yards and comes to the top of a staircase which leads to one of the BART platforms. 

This platform is not in use.

The other section of the path splits ninety degrees southwest from the BART path. It continues southwest for a few feet, and then comes to another ninety-degree-turn to the east. The path runs east until it gets to the top of a staircase going down to the BART platform that is in use. 

Northbound Caltrain Path

This path begins by splitting east off of the main concourse path, it splits east southwest of the BART path. This means it is between the BART path and the southbound Caltrain path.

The path runs east for several yards and comes to a ninety degree turn to the northeast. After a few yards, the path turns ninety degrees again and runs east. It runs east until it comes to the top of the staircase going down to the northbound Caltrain platform.

Southbound Caltrain Path

This path splits east off of the main concourse path, this is where the main concourse path ends.

The path runs east for several yards and comes to the top of a staircase which goes down to the southbound Caltrain platform. The path continues running east at the bottom of the stairs, and a few yards after the path runs east at the bottom of the stairs there is a forty-five-degree turn, and a section splits of the path here.

This section goes south towards the road and leads to a crosswalk which goes to an island with bus bays. On that island there is a section of path running east to west along the bus bays there.

After the section which splits forty-five degrees south, the path continues east, and runs along bus bays which are parallel to the Caltrain tracks. The path ends at the last bus bay. 

There are five sections of the station that have detectable paths. These are:  the interior of the station, the drop off zone, the bus bay area, the Milpitas Blvd side of the station, and the pedestrian bridge leading to VTA Light rail. 

All the paths are made of yellow six-inch-wide plastic tiles. When there is an intersection or direction change in the path, there is a block of truncated domes to indicate this. In multiple places there are spurs which split from a path, this is indicates a direction change, or the end of a section of path.

A spur is a small section of path which splits off a main section of path. A spur is very short, only about two feet in length, and the same length as the rest of the path tiles. 

Interior Station Path

This path runs through the interior of the station, on the level above the platforms. 

The path runs north to south, going through both sets of faregates, and intersecting with the drop off zone path, and bus bay area path.

On both the north and south ends of the station, the path passes through the accessible faregates, and immediately splits east and west. 

On both ends of the station, the path splits west leading to the stairs/escalators toward the platform where south bound trains arrive. 

On both ends of the station, the path splits east leading to the stairs/escalators towards the platform where north bound trains arrive.

Drop Off Zone Path

This path has two sections, the first starts by splitting off the interior station path, running east. The second section runs north to south, and is parallel with the drop off zone, and the station.

This path starts at an intersection with the interior station path, and the bus bay area path. The path runs east out of the station, and leads to a block of truncated domes, where there is another path intersection. The path continues for a few more feet before ending at truncated domes at the edge of the sidewalk. 

The path intersecting the block of truncated domes runs north and south, parallel to the drop off zone and parallel to the station.

The north end of the path ends at a set of truncated domes at the edge of the sidewalk, at a crosswalk where Montague Express Way and the drop off zone intersect.

The south end of the path leads to a set of truncated domes where the path splits east and south. The part of the path splitting towards the east leads to truncated domes at the edge of the sidewalk, at a cross walk where the drop off zone and Milpitas Blvd intersect. 

The part of the path splitting south leads to truncated domes at the edge of the sidewalk, where there is a small crosswalk that can be used to cross a station access road. On the other side of this small crosswalk is the Milpitas Blvd Path.

Bus Bay Area Path

The bus bay area has four sections, each of which has its own path.

All four of these paths run north to south, and are parallel both to each other, and to the station. 

There is a crosswalk running east and west that is used to access three of the four bus bay area sections.

The first path begins inside the station, it splits west from the interior station path at an intersection with the interior station path, and the drop off zone path.

The first path runs west, out of the station, and leads to a block of truncated domes where there is an intersection with the section of the first path which runs north and south.

The north side of the path runs past various bus bays, the path is occasionally interrupted by blocks of truncated domes, and spurs splitting left and right off the path. These truncated domes and spurs are located at the beginning or end of individual bus bays. This section of the path ends with two spurs splitting off on either side of the path at the end of this first bus bay section.

The south end of the path leads to a block of truncated domes which have a spur leading to truncated domes at the edge of the crosswalk used to access the other three bus bay sections.

The path continues south and ends at a pair of blocks of truncated domes, each block of truncated domes indicates an intersection with another path.

The crosswalk running east and west is used to access the other three paths in this part of the station.

The crosswalk is interrupted four times by islands which have truncated domes on both sides. Three of these islands lead to bus bay paths. One of these islands is next to a median and doesn’t lead anywhere. This median is located between the second and third bus bay sections. 

The second, third, and fourth bus bay sections are identical, and the paths are identical as well; the following information applies to all three of these paths.

The path begins at the truncated domes on the north end of the island, the path runs north and south, parallel to the other bus bay area paths, and parallel to the station.

There are blocks of truncated domes throughout the path, spurs split off on both sides of these blocks of truncated domes. The spurs indicate the beginning or end of an individual bus bay. The path

 ends at the last individual bus bay in this section of the bus bay area.

Milpitas Blvd

This path is made up of two sections. One part of the path goes from the station and leads to the street. The second section runs on the sidewalk alongside Milpitas Blvd.

The path begins at a block of truncated domes which is splitting off the first bus bay area path.

The path continues south and leads to truncated domes at the edge of the sidewalk. The truncated domes indicate a crosswalk.

On the other side of the small crosswalk are more truncated domes, where the path continues.

The path continues south to a block of truncated domes where there is an intersection in the path.

This path runs east and west, parallel to Milpitas Blvd.

The west part of the path ends abruptly on the sidewalk parallel to Milpitas Blvd.

The east part of the path runs parallel to Milpitas Blvd and ends at a set of truncated domes at the edge of the sidewalk. The truncated domes indicate a crosswalk, this is used to cross a station access road. On the other side of this crosswalk are truncated domes leading to the drop off zone path.

VTA Light rail/Pedestrian Bridge Path

This path leads to the VTA Light Rail station that is nearby, across a pedestrian bridge which is attached to the station. The path begins at a block of truncated domes at the south end of the first bus bay area path.

The path leads to stairs/escalators. The path continues at the top of the stairs, then turns west and runs across the entire length of the pedestrian bridge.

At the end of the pedestrian bridge, the path turns towards stairs/escalators that go up to the VTA Light Rail platform.

The path ends at the bottom of the stairs/escalators.

This station has two detectible pathways. One inside the station running between the stairways which lead to the platform. A second path begins inside the station and leads outside, eventually running all the way to the end of the parking lot.

The two paths are made of different sized tiles, the interior station path is about 24 inches wide, and the bus bay path is about 16 inches wide. Both paths are made of dark gray ceramic tiles. Visually the color of the path contrasts decently well with the surrounding material, which is light in color. Audibly, the material used for the path doesn’t sound different enough from the surrounding material for it to be easy for a cane user to follow it. The material used also physically feels very similar to the surrounding material when a cane is run over it. There are no indications of when there are intersections or turns in the path. When the bus bay path goes out of the station, it completely bypasses the crosswalk that leads to the bus bays themselves. The path is several feet away from the truncated domes which indicate where the crosswalk is.

Interior Station Path

This path runs southeast to northwest, it is parallel to the tracks.

The path runs between the two sets of stairs that go down to the platform.

The southeast end of the path is at the southeast staircase, and the northwest end of the path is at the northwest staircase.

In the middle of the path, there is an intersection with the bus bay path, which is where that path begins. 

Bus Bay Path

The path begins by splitting off the interior station path, in the middle of the two staircases that lead down to the platform.

The path runs north to south. 

After the path splits from the interior station path, it continues southeast through the station. Then there is a kink in the path which causes the path to turn fully south.

The path continues south and leads to the accessible faregates, it goes through the accessible faregates and continues outside the station.

The path then runs by the crosswalk leading to the bus bays, although the path itself does not lead to the crosswalk, and it is completely bypassed.

The path continues south, running between the parking lot and bus bays, it abruptly ends on the sidewalk at the end of the parking lot.

This station has two detectible paths. One runs through the interior of the station, going from the stairs which go to the platform, and leading to the outside of the station. The other path is actually two parallel paths, these run side by side from the exit of the station and lead out to the end of the sidewalk.

Most of the path’s material is 12-inch-wide black ceramic tiles. Some portions of the interior station path are covered in carpet-like material, making the path 36 inches wide. The color of the tiles and carpet is black, a color which stands out slightly from the surrounding material of the ground. A different color tile makes the path more visually accessible. The physical and audible contrast of the path against the surrounding ground is pretty good, although the switching between materials in some places does make it quite confusing for those who are attempting to figure out how to navigate around this station. There are no indications of directional changes, or intersections in the path, this makes navigating the path more difficult. Additionally, when the bus bay path comes up to the edge of the curb, there are no warnings telling a cane user that they are coming up to the curb. No truncated domes or change in elevation. This could possibly be dangerous.

Interior Station Path

This path runs roughly east to west; however, it contains two different ninety degree turns.

The path begins at the east most staircase that leads to the platform. It continues west, passing by a second staircase that also leads down to the platform. When the path goes by these two staircases, a small section of the path splits off the main part and leads directly to the top of the stairs going down.

The path continues west, passing through the accessible faregates, and continues several more feet, then reaches a ninety degree turn to the south.

After the path turns south, there is a pedestrian bridge. At the end of the bridge, there are two additional ninety degree turns, they are consecutive, and both turn towards the same direction. This creates two paths which split off the interior station path, both lead to a staircase which goes to street level and the station exit. These two paths mark the end of the interior station path, and the beginning of the bus bay path at the bottom of the staircases.

Bus Bay Path

This path is actually made up of two paths, they run fully parallel to each other, south to northeast. 

The interior station path turns towards a double staircase which leads to street level. Here the two paths begin and continue at the bottom of those stairs. 

Shortly after the paths begin, they turn ninety degrees to the south.

The paths continue south, running parallel, and between the bus bays and the parking lot.

The paths continue to the end of the bus bays and come right up to the edge of the sidewalk. Both baths end at the edge of the curb. 

This station has two detectible paths. One is located at the entrance to the stations, in the area around the faregates. The second path runs along the bus bays on the sidewalk outside the station.

The two paths at this station are each made out of different materials. The interior station path is made of dark grey plastic tiles, these tiles are two feet wide. The path outside that runs along the bus bays is made of two-foot-wide concrete that is inset into the surrounding ground. The path is a darker shade of grey than the surrounding material. The decision to make the paths different materials is a questionable one, as it may be confusing to users who expect the path to be made out of the same material. This is relevant because when using a cane to detect one’s surroundings, the feel or sound of material are very helpful when figuring out how to get around. The color of the path may also prove to be challenging for some users to navigate, as it is a similar shade of color to the surrounding ground. The width of the path is definitely a positive, it’s wide enough to be easy to locate the path, while not being so wide that it impedes wheelchair users. The path doesn’t contain any features which indicate a directional change, or when the path intersects with another path.

Interior Station Path

This path has three sections.

The first section runs between the two sets of stairs that go up to the platforms. This section primarily runs northwest to southeast. At the northwest and southeast ends of this section there are ninety degree turns which indicate the path turning towards the stairs.

The southeast end leads to the stairs to platform one.

The northwest end leads to the stairs to platform two.

In the center of the section of path running between the two staircases, there is a part of the path which splits southwest and continues through the accessible faregates. 

The second section begins by splitting southeast from the first section. The path continues southeast and ends when it intersects with the bus bay path.

The third section begins by splitting northwest from the first section. The path continues northwest and ends several feet away from a set of truncated domes at the edge of a sidewalk.

Bus Bay Path

This path is on the outside of the station, and when the interior station path intersects the bus bay path, the material of the path goes from plastic tiles to inset concrete. 

The path runs from northeast to southwest, and is parallel to the tracks and Coggins Dr.

The path has two sections.

The first section runs northeast of the interior station path.

This section runs along the back of the bus bays. There are six small path extensions which split southeast from the main bus bay path.

Five of these extensions lead to the edge of the sidewalk, and each one of these five indicate a bus bay.

One of the six extensions is shorter and ends a few feet away from a set of truncated domes at the edge of a crosswalk.

The shorter extension is the fourth one if one is walking south, and the third one if one is walking north.

After the first extension if one is walking north, there is a kink in the path as it curves around the station building.

The path comes to an end at the northeast side of the path, right at the sixth extension.

The second section of this path runs southwest of the interior station path. 

The path kinks south, then evens out facing southeast. The

The path ends a few feet away from a set of truncated domes at the edge of a crosswalk which crosses Coggins Dr

This station has three detectible paths. One inside the station, another in front of the station where the drop off/pick up area is, and another one in the rear of the station where there are bus bays.

The path is 24 inches wide, made of grey ceramic tiles, and has grooves at its edges in the concrete. The path pretty much fully blends in with the surrounding material visually. The tiles are slightly distinguishable by sound and texture compared with surrounding materials; however, this design is not intuitive at all for cane users. There are no indications of intersecting paths, and there are no spurs going off the bus bay path that would indicate the locations of bus bays. 

Interior Station Path

This path runs southwest to northeast through the station, perpendicular to the tracks and platform.

At the southwest end of the interior station path, the path goes through the accessible faregates, continues southwest, and intersects with the bus bay path.

At the northeast end of the interior station path, the path goes through the accessible faregate on that side of the station, continues northeast, and intersects with the drop off/pick up zone path. 

There is also a section of the path which splits northwest off of the interior station path, this is at the northeast end of the interior station path, close to the accessible faregate. This section of the path splits northwest and leads to the stairs going down to the platform.

Drop Off/Pick Up Zone Path

This path runs northwest to southeast along the front of the station, parallel to Huntington Avenue.

The part of the path that splits off to the northwest from the interior station path runs along the drop off/pick up area. It ends abruptly on the sidewalk.

The part of the path that splits southeast from the interior station path runs along the drop off/pick up zone. Near the end of this side of the path there is an accessible drop off/pick up area for side loading vehicles, although the detectible path bypasses it and ends on the sidewalk nearby.

Bus Bay Path

This path begins by splitting northwest of the interior station path, on the southwest side of the station.

The path runs northwest and leads to the entrance of the parking structure. Here There are two section of path which split off of the initial section that runs northwest from the entrance of the station. 

The two sections which split off the main bus bay path are staggered; this means one splits off the main path before the other one.

One section splits to the south, and curves back towards the northwest inside the parking structure. It leads to some truncated domes on the edge of a crosswalk. This section of path continues on the other side of the crosswalk, where there are more truncated domes at the edge. 

The path continues northwest along the back of the bus bays inside the parking structure. The path continues northwest along the bus bays until it comes to an end after the last bus bay, still on the sidewalk inside the parking structure.

The other path which splits off the main bus bay path, splits to the north, then there is a ninety-degree turn, and the path turns back to the northwest. The path continues northwest until it gets to the edge of a crosswalk at some truncated domes. This crosswalk is the same one which is part of the other section of the bus bay path which runs inside the parking structure.

The path continues running northwest, going along the back of the bus bays in front of the parking structure. The path continues northwest until the end of the bus bays. It ends on the sidewalk abruptly. 

There are three detectible paths at this station. One inside the station leading from stairs to the accessible faregates, and two on the south and north sides of the station which run along all the bus bays.

The path is made of twenty-four-inch-wide black ceramic tiles. Visually, it almost fully blends in with the surrounding material of the ground. There are some parts of the station, mostly along the bus bays, where there are diagonal decorative lines of brick like material that are very similar to what the path looks like, as well as physically sound and feel very close to how the path sounds and feels when using a cane to follow the detectible path. In some parts of the path there are missing tiles, and the path itself is painted over by decorative aspects of the station. There are lots of different textures, and colors all over the station, most of which blend in together both visually, and physically/audibly from the perspective of a cane user. The path itself is not easy to find and could definitely be confused for various other similarly looking, feeling, and sounding textures everywhere. This path has very little contrast in any way, and is obviously missing intersection indicators, turn indicators, and there are no spurs or other devices along the bus bays to let people know where they are. 

Interior Station Path

This path runs east to west, parallel to the two bus bay paths, and the platform.

The path begins at the top of the stairs on the east side of the station. These stairs go down to the platform.

From the top of the stairs the path begins to run east, and just a couple of feet from where it begins, the path runs over a painted area, making the path completely blend into the ground. 

The path continues east and leads to a ninety degree turn to the north. This section of path splits ninety degrees north from the main interior station path, and leads to the accessible faregates, once it goes through the accessible faregate, the path continues running north until it ends when it intersects with the north bus bay path.

Back on the main interior station path, the path continues east for a few more feet after the split to the north. The path comes to a ninety degree turn to the south and leads to the accessible faregate on the south side of the station.

The path goes through the accessible faregate and continues south until it ends when it intersects with the south bus bay path.

North Bus Bay Path

This path runs east to west, parallel to the interior station path, north south bus bay path, and the train platform.

The path begins when it intersects the interior station path at the place where it comes out of the accessible faregate on the north side of the station.

The north bus bay path splits east and west from where the two paths intersect.

The west side of the path goes west for a few yards until it gets to a forty-five degree turn that leads to the top of two flights of stairs. 

The path goes up to the east side of the stairs when it leads to the top and continues on the west side of the stairs at the bottom. Basically, the path comes up to the stairs at the top on one side and continues at the bottom on the opposite side of the stairs.

At the bottom of the stairs the path continues west along the front of the bus bays on the northwest side of the station. The path ends after those bus bays end, in a random place on the sidewalk.

The section of the path that splits east from the interior station path is symmetrical to the west side, the path runs east, comes to a forty-five degree turn that leads to the top of two flights of stairs, and continues east along the front of the bus bays at the bottom of the stairs. 

Like on the west end of the path, this section comes up to one end of the stairs at the top and continues at the opposite end of the stairs at the bottom, with the path at the top begin on the west side of the stairs, and the path at the bottom continuing from the east side of the bottom of the stairs. 

There are more bus bays on the east end of the path, and the path ends after the last bus bay in a random place on the sidewalk.

South Bus Bay Path

This path runs east to west, parallel to the north bus bay path, and the train platform.

This path begins by splitting off of the interior path, at the part of the path that comes out of the station running south out of the accessible faregate.

The path splits east and west, and both sides are symmetrical. Both east and west sides of the path run along the front of all the bus bays, and end after the last bus bay on a random place in the sidewalk.