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EXECUTIVE SUMMARY 

This document is the Final Program Environmental Impact 

Statement/Environmental Impact Report (EIS/EIR) for the Coast Corridor 

Improvements project. The Federal Railroad Administration (FRA), the San Luis 

Obispo Council of Governments (SLOCOG), the California Department of 

Transportation Division of Rail (Caltrans DOR), and the Transportation Agency for 

Monterey County (TAMC) identify the Preferred Alternative in this document. 

The Preferred Alternative is a modification of the Build Alternative analyzed in the 

Draft Program EIR/EIS. The Final Program EIS/EIR includes an evaluation of the 

potential impacts of the No Build Alternative, the Build Alternative, and Preferred 

Alternative (herein referred to as the action alternatives), and identifies reasonable 

mitigation strategies. 

This Final EIS/EIR also includes responses to substantive comments received on the 

Draft Program EIS/EIR and describes subsequent analysis that would occur as part of 

project-level environmental analysis. Chapter 5.0, Comments and Coordination, 

includes all comments on the Draft Program EIS/EIR and provides responses to each 

comment. Modifications to the Draft Program EIS/EIR, made in response to 

comments, are reflected in this Final Program EIS/EIR and are shown using 

“strikethrough” to designate deletions and “underline” to designate additions. 

Minor corrections and editorial changes from the Draft Program EIS/EIR are also 

included in this Final EIS/EIR but are not shown in strikeout and underline.

OVERVIEW OF STUDY AREA

The project corridor is comprised primarily of the existing Coast Corridor railroad 

right-of-way (ROW) between the existing Amtrak stations in Salinas and San Luis 

Obispo. The project corridor is about 130 miles in length and is located within 

Monterey and San Luis Obispo counties. Portions of the corridor traverse several 

incorporated cities, including Salinas, Soledad, Greenfield, King City, Paso Robles, 

Atascadero, and San Luis Obispo. 
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The project corridor includes both the existing railroad ROW, as well as substantial 

“buffer” areas where possible physical components associated with the action 

alternatives may be located. 

PURPOSE AND NEED

The project purpose is to increase the frequency, speed, and reliability of passenger 

rail while fostering greater passenger connectivity to the proposed California HighSpeed Rail (CA HSR) System and enhancing safety with minimal disruption to 

existing and proposed freight rail operations. Implementation of the Build action 

alternatives would help to create an interconnected, multimodal solution allowing 

for better mobility throughout the Coast Corridor region, providing added capacity 

in response to increased travel demand between Los Angeles and San Francisco. 

The Coast Corridor region is faced with transportation challenges associated with 

anticipated population growth, constrained travel options, aging rail infrastructure, 

safety issues, and a need for increased travel capacity without impacting air quality 

and natural resources. These challenges are likely to continue in the future as 

continued growth in population, employment, and tourism activity is expected to 

generate increased travel demand. 

STUDIES LEADING TO THE PROGRAM EIS/EIR

Several planning and feasibility studies have identified and proposed components

for the Coast Corridor. Amtrak completed the California Passenger Rail System: 20-

Year Improvement Plan Technical Report (Amtrak 20-Year Plan) in March 2001. 

Caltrans DOR coordinated with Amtrak, FRA, and other transportation agencies to 

complete the Coast Corridor Service Development Plan (SDP) in May 2013. The

Union Pacific Railroad (UPRR) has recommended a series of components it asserts 

are necessary to allow for increased passenger use of the Coast Corridor. The Build

action alternatives, further described below, were intentionally drawn broadly to 

encompass all the physical improvements contemplated by these plans and studies

above.
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Final Program EIS/EIR Executive Summary

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ALTERNATIVES

No Build Alternative

The No Build Alternative represents the continuation of existing rail operations and 

physical components, and assumes the perpetuation of existing freight and 

passenger service between Salinas and San Luis Obispo. The only physical 

component expected under the No Build Alternative would be the installation of 

positive train control (PTC) along the Corridor, which would provide increased safety 

for freight and passenger trains. This will provide the baseline for analysis of 

potential components. For the purposes of this Program EIS/EIR whose purpose and 

need is limited to potential physical rail system components and expansion of 

passenger rail service, the No Build Alternative includes other planned and 

programmed rail improvement projects for the Coast Corridor in the vicinity of the 

Salinas to San Luis Obispo region.

Build Alternative

The Build Alternative assumes the restoration of “Coast Daylight” passenger service, 

which would initially consist of 2 trains per day traveling between Salinas and San 

Luis Obispo, increasing to 4 trains per day by the year 2040. The Build Alternative 

includes an exhaustive list of potential physical components between Salinas and 

San Luis Obispo, some number of which may be found necessary to accommodate 

increased Coast Daylight service. The extent of needed physical components has 

not been identified at this time, but is expected to be determined outside the 

context of the California Environmental Quality Act/National Environmental Policy 

Act (CEQA/NEPA) environmental review. The Build Alternative looks broadly at each 

physical component contemplated for the area to provide decision-makers 

additional information in identifying which, if any, conceptual physical components

should be carried forward.

Notwithstanding the above considerations, for the purposes of this programmatic 

review, the Build Alternative has the potential to adversely affect biological 

resources, existing farmlands, cultural resources, hydrologic resources, localized 

traffic near stations, land use and community impacts resources, visual impacts

resources, noise level increase, hazardous material sites, and air quality pollutant 

emissions during construction. However, this programmatic document Program 

EIS/EIR includes mitigation strategies to be applied as one or more components of 

the Build Alternative move forward for design and potential implementation. To the 

extent these strategies can be translated into used as project-level mitigation, 

adverse effects can be reduced or avoided entirely. In addition, the Build 
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Executive Summary Final Program EIS/EIR

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Alternative will have beneficial environmental effects, such as economic growth, air 

quality improvements during operation, and energy consumption improvements 

during operation.

Table S-1 below summarizes the comparable effects of the Build Alternative and the 

No Build Alternative for the Coast Corridor project.

Preferred Alternative

Based upon the analysis conducted in the Draft Program EIS/EIR and public 

comments received, FRA, SLOCOG, TAMC, and Caltrans DOR have identified the 

Build Alternative (with modifications) as the Preferred Alternative for potential 

future implementation on the Coast Corridor between Salinas and San Luis Obispo. 

The Preferred Alternative modifies the Build Alternative as follows: 

 Modifications requested by the City of King to siding extension and station area

 Exclusion of four curve realignments in San Luis Obispo County

 Inclusion of “island” Centralized Traffic Control (CTC) between McKay and Santa 

Margarita

Modifications Requested by City of King

The City of King provided extensive written comments on the Draft Program EIS/EIR, 

advising that the City had updated its draft plans for the City of King siding extension 

and passenger station. These updates were not known to FRA, SLOCOG, Caltrans

DOR, or TAMC until the City of King provided its comments on the Draft Program 

EIS/EIR. 

Siding Extension

Precise plans for new sidings or siding were not available prior to publication of the 

Draft Program EIS/EIR. Accordingly, the analysis in the Draft Program EIS/EIR made 

reasonable assumptions regarding the extension of the existing sidings. It was 

assumed that the sidings extensions would result in sidings of about 10,000 feet in 

length (generally, enough to accommodate a freight train)and that this length could 

potentially be achieved by adding all additional track to either the northern or 

southern end of each siding. As a result, the Draft Program EIS/EIR examined a 

larger total area for the sidings than would have been necessary to achieve the 

desired 10,000 foot length. 
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Final Program EIS/EIR Executive Summary

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The existing City of King siding extends from mile post (MP) 159.19 to MP 160.64 

and is about 1.45 miles in length (7,650 feet). The Draft Program EIS/EIR analyzed 

two siding extensions (between MP 158.5 and 159.19 to the north and MP 160.64 

and 161.19 to the south). Either the northern or southern extension would have 

been sufficient to provide a 10,000 foot long siding. 

Since publication of the Draft Program EIS/EIR and as noted in the City’s comments, 

the City of King engaged a railroad engineer (RailPros) to consider modifications to 

rail facilities in the area. The RailPros study (prepared for and endorsed by the City 

of King in its comment letter) proposed that the siding extension be greater than 

10,000 feet in length and that the extension would most feasibly be achieved by 

extending the siding on the north side exclusively. The RailPros study considered 

extending the siding from MP 156.38 to 159.19, resulting in a siding 2.81 miles or 

about 14,800 feet in length. 

After review, FRA, SLOCOG, TAMC, and Caltrans DOR concur that the City’s 

proposed revision to the siding extension would avoid or reduce the intensity of 

several potential environmental effects of the previously identified siding extension 

discussed in the Draft Program EIS/EIR. The revised siding extension would avoid 

the need for a new creek crossing and would also avoid including any portion of the 

siding extension within a 100-year flood plain. The revised siding would also be 

located outside of populated areas, so would have reduced potential for any 

community effects compared to the previously identified siding extension. Because 

the City’s proposed modification to the siding extension is reasonable and is likely to 

reduce the impacts of the project, FRA, SLOCOG, TAMC, and Caltrans DOR agree 

that it should be included and analyzed in the Final Program EIS/EIR. 

Passenger Station

The analysis in the Draft Program EIS/EIR used conceptual plans from adopted City 

documents that proposed a station site near the intersection of First Street and 

Broadway. Operating details were assumed to include a station building, parking, 

and bus pull out areas. 

However, as noted in the City’s comments, the RailPros plan shows a slightly smaller 

passenger station in generally the same part of downtown, with similar features, 

and an area set aside for military personnel transfers. The RailPros plan also calls 

for the relocation of an existing at-grade crossing (at Pearl Street) to move about 

one block northwest towards Broadway Street.
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Exclusion of Curve Realignments in San Luis Obispo 

County

During the public hearing on the Coast Corridor Draft Program EIS/EIR at SLOCOG’s

board meeting on January 7, 2015, many of the comments from members of the 

public focused on several of the curve realignments proposed for various locations 

in San Luis Obispo County. Commenters stated that the curve realignments had the 

potential to result in property acquisitions, splits of parcels, and other adverse 

environmental and socioeconomic effects. 

In response to public comments, the SLOCOG Board adopted a motion requesting 

SLOCOG staff drop from further consideration the following curve realignments in 

San Luis Obispo County:

1. McKay/Wellsona

2. Wellsona/Paso Robles 

3. Templeton/Henry 

4. Henry/Santa Margarita 

Excluding these curve realignments would not substantially compromise future ontime performance of passenger and freight trains and would reduce the potential 

impacts identified by the public. As documented in the SDP, an acceptably high rate 

of on-time performance in near and long-term horizon years was shown to be 

achievable with the inclusion of island CTC between McKay and Santa Margarita, 

which corresponds roughly to the same area in which the excluded curve 

realignments were contemplated. 

Excluding the curve realignments would also eliminate or substantially reduce 

several potential adverse environmental effects, including: 

 Land Use: Without these curve realignments, the Preferred Alternative would 

require fewer property acquisitions than the Build Alternative. 

 Agricultural Lands: Without the curve realignments, the Preferred Alternative 

would require substantially less conversion of agricultural lands than the Build 

Alternative. 

 Air Quality: By foregoing the construction of these curve realignments, 

construction-related emissions (fugitive dust, diesel equipment) would be lower 

in the Preferred Alternative than in the Build Alternative. 

 Noise and Vibration: By foregoing the construction of these curve 

realignments, the Preferred Alternative would generally retain the existing 
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Final Program EIS/EIR Executive Summary

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railroad alignment through San Luis Obispo County. In the Build Alternative, the 

curve realignments would have altered the railroad alignment relative to the 

location of sensitive receptors. 

Inclusion of “Island” CTC between McKay and Santa 

Margarita 

In the Draft Program EIS/EIR, Build Alternative components were carried forward 

from the SDP. As noted above, the Build Alternative specified the extension of CTC 

from Salinas to Soledad, as well as installation of an “island” of CTC from San Lucas 

to Bradley in southern Monterey County. Analysis in the SDP contemplated an 

additional “island” of CTC between McKay and Santa Margarita (between MP 202.3 

and MP 229.6). The SDP noted that this 27-mile section of the corridor currently 

uses track warrant control (TWC), a non-automated signaling system. The four 

sidings in this section of the corridor using TWC were presumed to contribute 

substantially to delays that impair overall on time performance of both passenger 

and freight trains. 

However, this particular island CTC was not explicitly referenced in the SDP’s list of 

Build Alternative components. Notwithstanding, SLOCOG and Caltrans DOR have 

clarified that it was each agency’s intent that this island CTC area be included in the 

Build Alternative. However, since the Draft Program EIS/EIR did not specifically 

include this component, this Final Program EIS/EIR formally incorporates the island 

CTC as part of the Preferred Alternative. 

AVOIDANCE, MINIMIZATION, AND MITIGATION 

STRATEGIES

The Draft Program EIS/EIR defines program-level strategies to minimize potential 

impacts resulting from the project. The discussion will include design and 

construction practices that would avoid, minimize, or mitigate impacts if employed 

as project-level plans are advanced in subsequent stages. These strategies range 

from minimal to extensive activities dependent upon the individual features of the 

project and the resulting impacts relative to the package of components ultimately 

chosen. 
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COORDINATION WITH THE PUBLIC AND 

OTHER AGENCIES

The Draft Program EIS/EIR and Final Program EIS/EIR has been prepared with 

extensive public and agency involvement, which is summarized in Chapter 5.0, 

Comments and Coordination. 

NEXT STEPS IN ENVIRONMENTAL PROCESS

It has yet to be determined what physical components are needed for proposed 

expansion of passenger rail service (so that existing freight and passenger service 

would not be unduly affected). Once physical components are selected, review 

under pertinent NEPA and CEQA requirements of such proposed components would 

occur.
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Final Program EIS/EIR Executive Summary

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Table S-1 Comparative Effects, Build Alternatives versus No Build Alternative

Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Traffic and Travel

Result in substantial disruption to 

freight and passenger rail services None expected

Construction of Build Alternative physical 

components would temporarily disrupt freight 

and passenger rail traffic. Installation of 

“island” CTC from MP 202.3 to 229.6 was 

found to enable on-time performance for 

existing and proposed future passenger and 

freight rail.

Same as Build Alternative

Result in substantial traffic 

increases to local roadways None expected

Project traffic would contribute to traffic 

impacts near existing and proposed station 

areas.

Same as Build Alternative

Result in significant delays any 

existing or new at-grade crossings None expected

Additional train traffic and frequency would 

result; One new at-grade crossing could be 

created from the MP 172 curve realignment, 

which could occur on a public roadway. 

Improved warning devices would be installed 

at some existing at-grade crossings, which 

would result in improved safety at these 

locations. Some minor additional delays would 

result occurring from increased train traffic as 

passing of each Coast Daylight train would take 

approximately one minute.

Similar to Build Alternative, with the 

exception of the King City

Multimodal Transportation Center

(MMTC), which would shift an 

existing at-grade crossing one block

to the north. 
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Executive Summary Final Program EIS/EIR

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Air Quality and Greenhouse Gas Emissions

Construction None expected

Emissions are expected to result from the use 

of heavy machinery, delivery of construction 

materials, construction worker vehicle trips, 

and idling trains resulting from service 

interruptions.

Similar to Build Alternative, but with 

slightly lower construction emissions 

due to the exclusion of curve 

realignments in San Luis Obispo 

County.

Rail Operations None expected

11,000 daily VMT reduction projected by 2020, 

and total of 26,000 daily VMT reduction 

expected by 2040 in the Central 

Coast/Monterey Bay region as a whole. 

Increased efficiency of trains would decrease 

localized emissions, decrease train idling, 

reduce required maintenance, and may 

increase ridership, all reducing emissions and 

other pollutants.

Same as Build Alternative

New Train Stations None expected

Emissions may result from deceleration, 

acceleration, and idling at new stops along the 

route. Regional emissions may be offset by 

increased train ridership.

Same as Build Alternative

Noise and Vibration

Noise Compatibility Variable

Varies depending on location; considered low 

for many curve realignments, particularly low 

for the McKay/Wellsona curve realignment 

proposed to occur near the Big Sandy Wildlife 

Area, and others occurring in residential areas. 

High compatibility in agricultural areas, and 

moderate at new station areas.

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

McKay/Wellsona curve realignment, 

creating fewer new effects in this

area.
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Final Program EIS/EIR Executive Summary

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Vibration Compatibility Variable

Varies depending on location; generally low 

compatibility for curve realignments 

(particularly in residential areas), moderate at 

new passenger stations, and high throughout 

agricultural portions

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County, creating fewer new effects in 

these areas. .

Energy

Construction Energy Consumption

Unknown

Energy required for manufacturing of 

materials, construction activities, travel of 

construction workers, and from traffic 

delays/detours resulting from construction 

activities.

Similar to Build Alternative, but with 

slightly lower construction energy 

expenditures since the Preferred 

Alternative excludes curve 

realignments in San Luis Obispo 

County.

Operations Energy Consumption Unknown

Increasing service would increase train-related 

energy consumption, increased ridership 

would likely reduce energy consumption by 

decreasing automobile VMT (VMT expected to 

decrease by 26,000 daily miles by 2040). 

Increased train efficiency associated with the 

components would reduce required 

maintenance, reduce friction, reduce time 

spent idling, and increase train speeds

Same as Build Alternative

Land Use and Planning, Communities and Neighborhoods, Property and Environmental Justice 

Land Use Compatibility and 

Property High

High near proposed station areas and within 

the existing ROW. Low through Los Padres 

National Forest and components requiring land 

outside of the existing ROW.

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, land use impacts 

in San Luis Obispo County would 

likely be lower.
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Executive Summary Final Program EIS/EIR

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Communities and Neighborhoods High

High in most areas along alignment, low where 

few curve realignments/siding extensions 

require land in residential use.

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, impacts to 

communities and neighborhoods in 

San Luis Obispo County would likely 

be lower.

Environmental Justice (EJ) None expected

Up to 137 EJ census blocks (for race and 

poverty) crossed by rail alignment and 

facilities. Impacts vary depending on 

component.

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County and modifies the King City 

siding and station location. 

Therefore, Preferred Alternative 

would cross fewer EJ block groups 

(up to 129).

Aesthetics and Visual Resources

Construction None expected

Visual impacts to passing motorists, 

pedestrians, bicyclists, and rail passengers will 

occur resulting from construction equipment, 

light and glare from nighttime work, and newly 

disturbed land cover. Will be more significant 

where construction occurs outside of existing 

ROW.

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, potential visual 

impacts in San Luis Obispo County 

would likely be lower.
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Final Program EIS/EIR Executive Summary

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Operation None expected

Medium to high generally where new stations 

are proposed and curve realignments/siding 

extensions would occur; low where upgrades 

to the existing alignment would occur, and 

where siding extensions and new powered 

switches are proposed.

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, potential visual 

impacts in San Luis Obispo County 

would likely be lower.

Agricultural and Forest Resources

Acres of Permanent Impacts to 

Prime Farmland None expected Up to 78

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

McKay/Wellsona curve realignment. 

Therefore, Preferred Alternative 

would reduce potential permanent 

impacts to Prime Farmland by 1 acre.

Acres of Temporary Impacts to 

Prime Farmland None expected Up to 290

Similar to Build Alternative; however, 

Preferred Alternative modifies the 

King City siding. Overall, Preferred 

Alternative would potentially affect 

up to 297 acres of Prime Farmland

Acres of Permanent Impacts to 

Forest Lands None expected Up to 12 Same as Build Alternative

Acres of Temporary Impacts to 

Forest Lands None expected Up to 20 Same as Build Alternative

Convert Williamson Act Contract 

land to nonagricultural use None expected Likely to occur in Monterey County Same as Build Alternative
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Executive Summary Final Program EIS/EIR

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Public Utilities and Services

Utility Usage None expected

Construction-related uses are expected be low; 

however, water will be required as part of 

standard construction best practices. 

Operation of new stations, signal upgrades, 

and new powered switches would require 

some electricity and water and wastewater 

services (stations), but not expected to be 

significant.

Same as Build Alternative

Public Services None Expected

Some temporary access disruptions associated 

with construction expected. No impacts 

associated with operation expected as the 

components are not expected to encourage 

substantial population growth.

Same as Build Alternative

Utility Conflicts:

Transmission Line Impacts None expected Up to 0.2 miles of operation-related conflicts, 

up to 1 mile of construction-related conflicts

Similar to the Build Alternative; 

however, the modified King City 

siding location would increase the 

potential for construction-related 

conflicts with transmission lines by 

an additional 2 miles; operationrelated conflicts with transmission 

lines would not change.

Natural Gas Pipeline Impacts None Expected

Up to 2.5 miles of operation-related conflicts, 

up to 1 mile of construction-related conflicts, 

and 6 pipeline crossings

Same as Build Alternative
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Final Program EIS/EIR Executive Summary

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Water Transmission Lines None Expected

Nacimiento Water Project pipeline would likely 

be impacted to some degree from Paso Robles 

to San Luis Obispo

Similar to the Build Alternative; 

however, Preferred Alternative 

excludes curve realignments within 

San Luis Obispo County. Therefore, 

potential impacts to water 

transmission lines in San Luis Obispo 

County would likely be reduced.

Telecommunications None Expected

Fiber-optic transmission lines would likely be 

impacted to some degree within Monterey and 

San Luis Obispo County

Similar to the Build Alternative; 

however, Preferred Alternative 

excludes curve realignments within 

San Luis Obispo County. Therefore, 

potential impacts to 

telecommunication lines in San Luis 

Obispo County would likely be 

reduced.

Hazardous Materials and Wastes

Corridor-Wide Hazardous 

Materials and Wastes Unknown

Construction activities may encounter 

contaminated soil containing pesticide or 

herbicide residue, aerially deposited lead, or 

other soil or groundwater contaminants. If 

demolition of existing facilities or structures 

occurs, construction activities may encounter 

asbestos or lead-based paint materials

Similar to the Build Alternative; 

however, Preferred Alternative 

excludes the Henry/Santa Margarita 

curve realignment, which would have 

required potential demolition.

Therefore, hazards from

asbestos/lead-based paint would 

likely be reduced. 
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Executive Summary Final Program EIS/EIR

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Number of “Active Status” 

Hazardous Sites Unknown

Up to 4; one near location for upgrades to the 

existing alignment section #1 and three near 

the King City siding extension

Similar to Build Alternative; however, 

Preferred Alternative reflects a 

modified location for the King City 

siding extension. The modified

location does not include any 

recorded hazardous waste sites; 

therefore, potential impacts would 

be reduced.

Cultural and Paleontological 

Resources

Number of Known Archaeological 

Sites Unknown Up to 27 sites

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, potential impacts 

to known archaeological resources

decrease to 21 sites.

Paleontological Sensitivity Unknown

Generally low, high in San Luis Obispo County 

from the proposed Cuesta second main track 

into San Luis Obispo

Same as Build Alternative

Number of Potential Historical 

Structures Unknown Up to 59 structures

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County, so total number of 

potentially affected historical 

resources would decrease to 47.

Geology and Soils

Expected Likelihood of Surface 

Fault Rupture Unknown Varies depending on location, highest near Santa Margarita Same as Build Alternative 
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Final Program EIS/EIR Executive Summary

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Expected Likelihood of Ground 

Shaking Unknown Varies depending on location, highest near Salinas

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, overall potential 

risk of ground shaking would likely be 

lower.

Liquefaction Potential Unknown Varies depending on location, highest 

throughout San Luis Obispo County

Similar to Build Alternative; however, 

Preferred Alternative excludes curve 

realignments within San Luis Obispo 

County. Therefore, liquefaction 

potential would likely be lower.

Expected Likelihood of Landslides Unknown

Varies depending on location, highest near 

Bradley and between Templeton and Santa 

Margarita

Same as Build Alternative

Soil Shrink-Swell Potential Unknown

Varies depending on location, highest near 

Salinas, Soledad, San Lucas, Bradley, and near 

the existing alignment in San Luis Obispo

Same as Build Alternative

Soil Corrosivity Unknown

Varies depending on location, Steel highest 

throughout Monterey County, concrete 

highest near existing alignments 2-5 and 

Cuesta grade.

Same as Build Alternative

Soil Erosion Potential Unknown Varies depending on location, highest near 

existing alignments 2-5 and Cuesta grade. Same as Build Alternative

Oil and Gas Fields Unknown

Three crossed; two occur at upgrades to the 

existing alignment near San Lucas, and one by 

the Templeton/Henry curve realignments

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

Templeton/Henry curve realignment. 

Therefore, potential impacts of 

crossing oil and gas fields would be 

reduced.
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Executive Summary Final Program EIS/EIR

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Hydrology and Water Resources

Linear feet of permanent impact 

to water resources

Unknown Up to 2,264 linear feet

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

Henry/Santa Margarita curve 

realignment and shifts the King City 

Siding. Therefore, permanent 

impacts to surface waters would be 

reduced to up to 1,859 linear feet.

Permanent acres within a 100-

year floodplain Unknown Up to 29 acres

Similar to Build Alternative; however, 

King City siding extension would no 

longer be extended south near San 

Lorenzo Creek, and Preferred 

Alternative excluded all of the curve 

realignments in San Luis Obispo. 

Therefore, permanent impacts to 

100-year floodplain would be 

reduced to up to 23.8 acres. 

Number of surface water 

crossings Unknown Up to 117

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

Henry/Santa Margarita curve 

realignment and shifts the King City 

Siding. Therefore, impacts to surface 

water crossings would be reduced to 

111 crossings.
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Final Program EIS/EIR Executive Summary

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Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Erosion Potential Unknown

Generally low, moderate potential near 

Bradley (Bradley siding and Getty/Bradley 

curve realignments occur near steep slopes)

Same as Build Alternative

Potential Groundwater Impacts Unknown Low Same as Build Alternative

Biological Resources and Wetlands

Wetlands Affected None Expected

Varies by location; construction activities at 

the McKay/Wellsona curve realignment and 

the Wellsona new siding account for the 

majority of impacts to wetlands. 

Few permanent impacts are expected, and the 

majority are also expected to occur at 

Mckay/Wellsona component areas

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

McKay/Wellsona curve realignment. 

Therefore, impacts to wetlands

would likely be reduced.

Non Wetland Jurisdictional 

Waters Affected None Expected

Construction activities associated with the 

Henry/Santa Margarita curve realignment and 

the Cuesta second main track are expected to 

impact the most non-wetland jurisdictional 

waters (almost 6,000 linear feet each). 

Permanent impacts are also expected to occur 

at these component locations, and at a few 

other realignments/siding extensions, 

including the Getty/Bradley curve realignment

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

Henry/Santa Margarita curve 

realignment and shifts the King City 

siding location. Therefore, impacts

to non-wetland jurisdictional waters 

would likely be reduced. 
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Executive Summary Final Program EIS/EIR

S-20

Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Critical Habitat Areas Affected None expected

California red-legged frog and south-coast 

California Steelhead habitats would be 

affected during construction associated with 

the Henry/Santa Margarita curve realignment 

and the Cuesta second mainline. 

Permanent impacts to California red-legged 

frog habitat would occur near the Cuesta 

second main track. 

South-coast steelhead and Vernal pool fairy 

shrimp habitat may also be permanently 

impacted by the Bradley siding extension and 

the Wellsona new siding.

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

Henry/Santa Margarita curve 

realignment. Therefore, impacts to 

critical habitat areas would likely be 

reduced.

Sensitive Vegetation Communities 

Affected None Expected

Temporary and permanent impacts are 

expected associated with components

occurring outside of the existing railroad ROW, 

particularly the curve realignments and the 

second main track.

The Preferred Alternative excludes 4 

curve realignments, thus overall 

impacts to sensitive vegetation 

communities would be reduced. 

Special-Status Species Affected None Expected

Several plant and animal special-status species 

would be impacted at components occurring 

outside of the existing railroad ROW (new 

sidings/siding extensions, curve realignments, 

and the second main track).

Similar to the Build Alternative; 

however, Preferred Alternative 

modifies the location of the King City 

siding extension and excludes curve 

realignments in San Luis Obispo 

County. Therefore reducing potential 

impacts to special-status species. 
Coast Corridor

Final Program EIS/EIR Executive Summary

S-21

Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Section 4(f) and 6(f) 

Section 4(f) Resources Affected None expected

Varies by location, generally low given the 

proximity of 4(f) resources to the existing 

railway and adjacent highways and roadways. 

A portion of the McKay/Wellsona curve 

realignment may require the acquisition of 

lands within Big Sandy Wildlife Area which 

could result in a permanent use of a Section 

4(f) property

Similar to Build Alternative; however, 

Preferred Alternative excludes the

McKay/Wellsona curve realignment. 

Therefore, potential uses of Section 

4(f) resources would be reduced. 

Section 6 (f) Resources Affected None expected None identified Same as Build Alternative

Class I Areas Affected None expected

Class I areas identified are at a distance from 

the train tracks and no significant air 

quality/visual degradation is expected

Same as Build Alternative

Growth Inducement

Permanent and Temporary 

Employment Opportunities None expected

Potential for growth inducement related to 

temporary employment dependent upon size 

and complexity of Build Alternative carried 

forward. Additional service would require 

some permanent employees to operate 

stations and service trains; however, no 

railroad maintenance facilities are located 

between Salinas and San Luis Obispo; little to 

no growth is expected in either Monterey or 

San Luis Obispo station areas

Same as Build Alternative
Coast Corridor

Executive Summary Final Program EIS/EIR

S-22

Environmental Topic No Build Alternative Build Alternative Preferred Alternative

Residential Property None expected

Adverse growth-related effects limited to 

acquisition and permanent conversion of 

residential areas into transportation uses. Few 

residential takes are expected. May occur with 

the Henry/Santa Margarita curve realignment; 

however, this area is not densely populated, 

growth related impacts would be low

Similar to Build Alternative; however, 

Preferred Alternative excludes the 

McKay/Wellsona curve realignment. 

Therefore, potential residential 

acquisitions would be reduced.

New Station Areas None expected

New passenger stations and increased service 

may increase economic activity resulting in 

population growth and development; receiving 

cities have endorsed stations as engines of 

economic revitalization in their respective 

communities. 

Same as Build Alternative

Source: Circlepoint, 2014