Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-1 

3.6 AESTHETICS AND VISUAL RESOURCES 

Visual resources include both natural and man-made features of the landscape. 

Intrinsic visual qualities and composition of a landscape together define the visual 

character of an area. This section describes the existing visual setting of the study 

area and assesses potential changes to the visual environment as a result of the No 

Build and Build Alternatives. 

3.6.1 REGULATORY REQUIREMENTS 

There are no federal or state laws that specifically define or protect visual resources; 

however, several federal, state and local regulations provide protection for scenic 

views and other visual resources. Most local jurisdictions have provisions for design 

review of all commercial, industrial, or public buildings, facilities or other major 

infrastructure. 

State 

State Scenic Highway Program 

The Caltrans Scenic Highway Program is intended to protect and enhance the 

natural scenic beauty of California’s highways and adjacent corridors, through 

special conservation treatment. The program protects against encroachment of 

incompatible land uses, mitigates and minimizes development activities along the 

corridor, prohibits billboards, regulates grading activity, etc.1

 

Local 

Monterey County General Plan 

The County has adopted through its General Plan goals and policies to retain and 

enhance the visual character, either directly or indirectly. Development and 

construction must use design guidelines to ensure the development is compatible 

with visual values of the area.2

 

1

 Caltrans, 2012 

2

County of Monterey, 2007
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-2 

City of Salinas General Plan 

The City of Salinas has a number of natural and historical resources that contribute 

to the visual character of the city. The city is mostly built-up with distinctive 

architectural styles, surrounded by agricultural edges that distinguish the aesthetic 

quality of the area. Salinas has historically been an agricultural community, thus 

maintaining visual open space and the rural aesthetic character of the community is 

an important value. Additionally, the city has defined several view corridors along 

US 101.3

 The city has adopted goals and policies to protect and preserve the 

community’s image and identity.

4

 

City of Soledad General Plan 

Points within the city have scenic views of the Salinas valley and the Sierra de 

Salinas Range. The General Plan has adopted goals and policies to protect both 

natural and manmade scenic resources. New development must comply with the 

city design standards to ensure best practices are used and are compatible with 

character of the city. 

The City of Soledad set forth goals to revitalize its downtown in its 2012 Downtown 

Specific Plan. The Specific Plan identifies a proposed passenger rail station site 

(consistent with that included here as part of the Build Alternative) and also 

encourages increased infill development, enhanced streetscapes and lighting, and 

improved sidewalks.5

 

The Soledad Downtown Specific Plan also includes conceptual plans for a proposed 

passenger rail station, discussed in more detail below. 

City of King (King City) General Plan 

King City adopted goals and policies to help ensure new development is compatible 

with the City’s visual character and surrounding environment.6

 The King City First 

Street Corridor Master Plan includes conceptual plans for a proposed passenger rail 

station (this station is included as an element of the Build Alternative). 

 

3

 City of Salinas, 2002

4

 City of Salinas, 2006. General Plan 

5

 City of Soledad, 2012

6

 City of King, 1998, Conservation, Open Space, and Safety Elements 
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-3 

San Luis Obispo County General Plan 

San Luis Obispo County has open space areas, scenic corridors, and urban 

landscapes that contribute to its visual character. The County General Plan has 

designated several scenic resources along the US 101 corridor (identified below). 

These resources are subject to scenic protection standards indicated in the San Luis 

Obispo County General Plan. Projects proposed in rural areas and/or designated 

scenic corridors are subject to design guidelines and standards.7

 

City of El Paso de Robles (Paso Robles) General Plan 

Paso Robles has adopted policies and action items intended to retain the rural, open 

space, and agricultural areas surrounding the city. The city intends that its 

designation of a “Purple Belt” (wine grape belt) will preserve agriculture and open 

space and limit the conversion of lands from viticultural to urban uses.8

3.6.2 METHODS OF EVALUATION 

The visual resources analysis focuses on the existing visual conditions of the railroad 

corridor and how it would change under each alternative. The analysis focuses on 

how existing visually dominant features would change and to what extent. Four 

generalized visual environments characterize the existing visual conditions for the 

railroad corridor: 1) Agricultural, 2) Urban/Suburban, 3) Industrial/Institutional, and 

4) Open Space/Undeveloped. These landscape types are described in Subsection 

3.6.3, Affected Environment, and summarize the existing visual baseline against 

which the potential effects of proposed improvements will be evaluated. 

The Build Alternative improvements have varying levels of potential visual impacts 

depending upon on the type of physical improvement and proposed location. For 

this evaluation, potential visual impacts are grouped accordingly: 

 High visual impact: The proposed improvement would be dominant in the 

existing landscape and represent a significant change (degradation) of visual 

character and quality. 

 Medium visual impact: The proposed improvement would be readily discernible 

but does not dominate the existing landscape and have a moderately adverse 

effect on existing visual character and quality. 

 

7

 County of San Luis Obispo, 2010, Conservation and Open Space Element 

8

 City of El Paso de Robles, 2003, Open Space Element 
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-4 

 Low visual impact: The proposed improvement would be generally consistent 

with and/or blends with the visual attributes of the existing landscape; little or 

no degradation of visual character and quality results. 

 No visual impact: No proposed improvement would occur within a particular 

area or the improvement would not be readily discernible by the general public. 

3.6.3 AFFECTED ENVIRONMENT 

The visual setting of the study area encompasses a spectrum of landscape types, as 

the rail corridor travels through many physiographic and ecological regions. The 

range in landscape type depends on the landform and land cover of the study area. 

Landform describes the shape of the landscape (e.g., valleys, plains, mountains) and 

land cover describes what overlays the landform (e.g., grassland, residential, 

agricultural). 

The study area consists of the existing railroad between Salinas and San Luis Obispo. 

Immediately adjacent to the existing railroad, four landscape types predominate 1) 

Agricultural, 2) Urban/Suburban, 3) Industrial/Institutional, and 4) Open 

Space/Undeveloped. These landscape types, as described in more detail below, 

provide the baseline to evaluate the level of visual change that might occur with the 

alternatives. 

Landscape Types

Agricultural 

As shown in Figure 3.6-1, an agricultural landscape is often flat but in this region can 

also include rolling hills with parallel straight lines of crops and developed 

monoculture that stretch to form the near horizon. The continuous texture ranges 

from various shades of green where crops are growing for harvest and brown where 

crops were recently planted and much of the soil is exposed. In viticultural areas, 

yellow and red colors can predominate in the autumn. Fences, farm equipment, 

rural dirt roads, electrical distribution lines, barns, and crop processing buildings are 

common features in an agricultural area and contribute to the visual character. 

Agricultural areas are very common in the Salinas Valley and inland Central Coast 

region. 

Urban/Suburban 

Urban/suburban areas have a man-made land cover of residential and commercial 

buildings, parking lots, and landscaping along streets and sidewalks, as shown in 

Figure 3.6-2. Buildings vary in size and shape. Residential areas are often 
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-5 

surrounded by walls or fences. Electrical transmission and distribution lines, 

roadways, street lighting and signs are typical visual features in an urban/suburban 

area and contribute to the visual character. The railroad corridor travels through 

several urbanized areas that range in density and intensity and visual dominance of 

the immediate landscape. 

Industrial/Institutional 

Industrial/institutional areas are generally characterized by developed land cover 

that can appear similar to urban/suburban areas, with warehouses and buildings 

varying in size and shape that dominate the vista in comparison to its surrounding 

environment, as shown in Figure 3.6-3. Industrial areas typically include utility lines, 

equipment, machinery, freight tracks, and factories that contribute to the visual 

character. Notably, the existing railroad corridor traverses the San Ardo oil and gas 

field, which includes diverse man-made textures of drilling equipment as well as 

infrastructure buildings to process and transport crude oil and raw gas products. 

The railway corridor travels through several institutional areas as well with similar 

types of landscape patterns and elements. Institutional areas include Camp 

Roberts, an Army National Guard post located north of San Miguel, and state 

prisons in Soledad and near San Luis Obispo. 

Open Space/Undeveloped 

Open space and undeveloped areas have natural land cover with very limited manmade visual intrusions and high intactness, as shown in Figure 3.6-4. Throughout 

the inland central coast region, open space and undeveloped areas include gently 

rolling hills varying in shades of green and neutral colors. Views to distant mountain 

ranges are generally unimpeded except by intermittent and infrequent stands of 

large trees. The Salinas River, the Los Padres National Forest, and the Big Sandy 

Wildlife Area are key visual resources of this type located along the existing rail 

corridor. 

Identified Scenic Resources 

Varied topography, agricultural areas, and downtown developments comprise the 

visual character of Monterey County. The County also contains 95 miles of officially 

designated State Scenic Highways. Moving traffic is the most substantial source of 

light and glare. Monterey County identifies sensitive visual areas and scenic 

corridors in its General Plan EIR.9

 Scenic visual resources include views of several 

 

9

 County of Monterey, 2006, figure 4.14-1 
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-6 

mountain ranges, including the Santa Lucias, the Gabilan (which includes the 

Pinnacles of the eponymous National Park), and others lining the Salinas and Carmel 

Valleys. The General Plan does not identify any sensitive visual areas or scenic 

corridors located within the immediate study area, but some distant views of the 

identified mountain ranges are visible from the railway corridor. 

San Luis Obispo County also identifies protected scenic resources in its General Plan. 

The existing railroad corridor passes through the Los Padres National Forest near 

Cuesta Grade; in this area, tree cover is dense and the landscape has substantial 

topography. The General Plan identifies several scenic corridors located in San Luis 

Obispo County, but none of these are located within the immediate study area. One 

such corridor is Highway 1, which is a designated State Scenic Highway and National 

Scenic Byway from San Luis Obispo to the Monterey County line. Along this 57-mile 

stretch of Highway 1 are four major scenic sections: Morros, Estero Bay, Harmony 

Valley, and the Big Sur Gateway.10

 The railway parallels Highway 1 as it travels the 

south slope of Cuesta Grade and into the City of San Luis Obispo; however, none of 

the previously mentioned major scenic sections are within the study area. 

Salinas and Soledad have designated scenic corridors and views within each city’s 

jurisdiction, but none are located within the immediate study area. King City has 

designated riparian areas along the Salinas River and San Lorenzo Creek as scenic 

resources and has also adopted goals to improve the visual quality of several roads 

in the city, including First Street, relatively near the proposed passenger station site. 

Identified scenic Resources for Monterey and San Luis Obispo Counties are depicted 

on Figure 3.6-5 and 3.6-6. 

3.6.4 ENVIRONMENTAL CONSEQUENCES 

No Build Alternative 

The No Build Alternative represents the continuation of existing operations and 

physical components, and assumes the perpetuation of existing freight and 

passenger service with no physical improvements. As a result, the No Build 

Alternative would result in no substantial visual impacts because the existing 

landscape character of the study area would not be changed substantially. 

Implementation of PTC improvements could require installation of antennas and 

signaling equipment within or immediately adjacent to the railroad right-of-way, but 

no specific equipment for the Coast Corridor has been selected. 

 

10 County of San Luis Obispo, 2010, Visual Resources Element 
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-7 

Build Alternative 

This section analyzes potential visual impacts of the Build Alternative. The analysis 

compares the Build Alternative and its components to the existing visual setting. 

Construction-Period Effects 

In general, construction impacts include the visual presence of construction 

equipment, light and glare impacts from any nighttime construction work, and 

newly disturbed natural land cover that will recover to its original undisturbed form. 

Such effects would be somewhat more pronounced in high population areas or 

areas seen by substantial numbers of passing motorists, pedestrians, bicyclists, and 

rail passengers. It is reasonable to assume that construction outside of the right-ofway would have a more noticeable visual effect because these improvements (e.g., 

curve realignments and new passenger stations) would involve more earth-moving 

and excavation activities on land that has not necessarily been in a railroad 

transportation use. Improvements within the railroad right-of-way (e.g., signal 

upgrades, powered switches, and sidings) would occur on land already used by the 

railroad, thus improvements would be more harmonious with the existing land 

cover. 

Operational Effects 

Visual Effects of Proposed Improvements under the Build Alternative 

Potential visual impacts of each of these proposed physical improvements are 

described in segments below. 

The Build Alternative proposes reinstitution of the Coast Daylight passenger rail 

service along the existing active rail corridor. The Build Alternative would expand 

service initially by 2 passenger trains per day, increasing to 4 trains per day by 2040. 

While additional trains traveling on the tracks would be apparent, the visual 

presence of additional trains would be intermittent, with trains generally passing 

from view in one minute or less. Therefore, reinstitution of the Coast Daylight 

passenger rail service would have a low visual effect. 

Implementation of CTC improvements would require installation of railway signaling 

poles of approximately 10-12 feet in height at periodic intervals along one or more 

sections of the existing railroad. The portions of the existing railroad currently 

under CTC already feature such signal poles. Exact locations of new signal poles 

have yet to be defined, but would be within the existing right-of-way and would be 

visually consistent with existing elements and features of the railroad. Additionally, 

the installation of new powered switches and rail upgrades would all occur in the 

immediate track bed and would not exceed the height of the existing track. 
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-8 

Accordingly, such features would be difficult to discern against the existing visual 

landscape and thus would be highly unlikely to result in any significant visual impact. 

Consequently, visual effects from track/signal upgrades and powered switches are 

not substantial and not discussed further. 

Salinas 

Track upgrades and new powered switches are proposed to the existing railroad 

tracks within urban/suburban landscape types within the City of Salinas. Adjacent 

areas include residential, commercial, and industrial buildings. Proposed 

improvements in this area would be largely imperceptible to viewer groups in the 

greater urbanized context as they would be implemented directly into the tracks. 

These improvements would not be out of context or substantially change the overall 

visual character of the area; therefore, the visual impact would be low. 

Salinas to Chualar 

The new Spence siding is proposed within agricultural landscape types of this 

segment. A new siding entails construction of an additional track immediately 

alongside the existing railroad, generally within the existing railroad right-of-way. 

Adding a segment of additional track along the existing railroad would not pose a 

substantial visual contrast with the existing visual environment. Therefore, visual 

impacts in this segment would be low. 

Chualar to Soledad 

The landscape type within this segment is predominantly agricultural, with some 

urban/suburban areas near the City of Gonzales and Soledad. There are no 

proposed improvements between Chualar and Soledad beyond rail upgrades that 

would be embedded into existing railroad tracks as well as corridor-wide signaling 

improvements. Such features would be difficult to discern against the existing visual 

landscape and thus visual impacts would be low. 

Soledad Passenger Station 

A new passenger rail station is proposed for the City of Soledad. Soledad has an 

urban/suburban landscape type, surrounded by agricultural areas. Soledad’s 

Downtown Specific Plan, includes a potential layout view of station along Front 

Street. The development plans for this station are conceptual in nature, but 

propose a ticket building, an overhead pedestrian overpass on eastern side of the 

tracks, and a parking area on the western side of the tracks. According to the 

Downtown Soledad Specific Plan EIR, the proposed railroad parcels are undeveloped 

and a new one/two story structure may potentially block the view of potentially 

historic structures and existing development on Front Street for viewers traveling on 

Highway 101. The addition of a new passenger station would generally blend into 

the existing urbanized visual character of Soledad and would not disrupt views of 
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-9 

the mountains to the east. The Downtown Soledad Specific Plan EIR concluded 

there would be moderate viewer sensitivity to a new station.11 While previously 

undeveloped parcels would be converted to accommodate new passenger station 

plans and may potentially alter the existing visual character, the proposed station 

footprint would be generally consistent with the existing urbanized visual character. 

Therefore, there would be a medium visual impact for a new passenger station in 

Soledad. 

Soledad to King City 

The Harlem/Metz curve realignments and the Coburn curve realignments are

proposed in this segment predominantly in agricultural and open 

space/undeveloped landscapes. These curve realignments would cut through 

agricultural land up to about 600 feet beyond the existing railroad right-of-way. The 

curve realignments would disrupt and permanently alter existing agricultural land 

cover where the new train tracks would be located. However, relatively few 

sensitive viewers are located near the proposed improvement areas, since the areas 

are predominantly rural, and the curve realignments would introduce railroad 

elements that already exist in the nearby viewshed. The proposed curve 

realignments would become part of the landscape and contrast would lessen over 

time. Notwithstanding, this curve realignments would directly convert existing land 

and have a readily discernible effect on the visual landscape. As a result, the visual 

impact would be medium to high. 

The new siding at Chalone Creek and the King City siding extension are also 

proposed in this segment. Each would add or extend a siding railroad track within 

the railroad right-of-way, parallel to the existing alignment. The visual impact would 

be low because the new track would be consistent with the existing visual setting. 

The King City siding travels through an urban area that is more populated, but would 

also have a low visual impact because extending the track along the existing corridor 

would not visually contrast with the existing viewshed. 

King City Passenger Station 

A new passenger rail station is proposed in King City. King City has an urban/ 

suburban landscape type, surrounded by agricultural areas and ringed by hills. King 

City’s First Street Corridor Master Plan includes a schematic diagram of the 

 

11 City of Soledad, 2012, pp. 4.1-7-4.1-14
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-10

proposed passenger station along the existing tracks that parallel First Street. The 

city envisions a station platform about 12 feet wide and 800 feet long, along with a 

small parking lot.12 

Given the nature and the visual setting of the proposed site, the proposed station 

would not adversely affect scenic resources or corridors. Furthermore, the 

proposed stations would not visually contrast with the urban, developed visual 

setting. The proposed station would in fact be generally consistent with the existing 

urbanized visual character of King City. Therefore, there would be a medium visual 

impact for the proposed station. 

King City to San Ardo 

Curve realignments are proposed at MP 165 and MP 172 in agricultural and open 

space/undeveloped landscape types. The proposed MP 165 curve realignment 

location would be east and at a higher elevation than the existing train tracks as the 

Coast Corridor travels against a hillside to the east. The new tracks would traverse 

an agricultural area and require conversion of existing land cover where the new 

train tracks would be located. Because of the natural topography and placement of 

new tracks, the resultant railroad would be somewhat more visible. Therefore, the 

proposed MP 165 curve realignment would have a readily discernible effect on the 

visual landscape and a medium visual impact. 

Agricultural landscape types are apparent to the west of where the curve 

realignment proposed at MP 172. The existing railroad corridor is located on the 

east side of the adjacent frontage road. The proposed realignment would move the 

train tracks to the east side of the frontage road, thus potentially creating a new atgrade crossing in this location. An at-grade crossing in a rural area may entail signs 

and signaling for safety purposes. While proposed curve realignments would not 

sharply contrast with the existing visual character once construction is complete, 

implementation of curve realignments would directly convert existing land cover 

and have a readily discernible effect on the visual landscape. As a result, the visual 

impact would be medium. 

The proposed new San Lucas siding would travel through agricultural landscape 

types until entering the unincorporated community of San Lucas. The San Lucas 

community is comprised of one and two story residential buildings and industrial 

areas. A second track would have a low visual impact because adding a track along 

the existing corridor would not present a significant visual contrast with the existing 

viewshed. 

 

12 City of King, 2013, p. 10.
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-11

San Ardo to Bradley 

There are no proposed improvements within the San Ardo oil and gas fields except 

corridor-wide rail upgrades and signaling improvements. As discussed, such 

features would be difficult to discern against the existing industrial/institutional 

landscape and thus would be highly unlikely to result in any significant visual impact. 

The Getty/Bradley curve realignments are located just south of the San Ardo area 

with few nearby viewers. The landscape type for this portion of the segment is open 

space/undeveloped. Implementation of curve realignments would directly convert 

existing land cover and have a readily discernible effect on the visual landscape. As 

a result, the visual impact would be medium. 

The Bradley siding extension is also proposed in this segment. The landscape type is 

also open space/undeveloped. Further south, the Bradley siding passes through 

Bradley, an unincorporated city in Monterey County. Bradley is a small residential 

community that is adjacent to the Coast Corridor. An extended siding track would 

have a low visual impact because it would be harmonious with the existing corridor 

and would not pose a strong visual contrast with the existing viewshed. 

Bradley to San Miguel 

South of Bradley, the Coast Corridor passes the Big Sandy Wildlife Area and Camp 

Roberts. The Big Sandy Wildlife Area is an open space/undeveloped landscape type 

characterized by open grasslands and stream habitat. The Camp Roberts landscape 

is marked by out-of-use, decaying military barracks buildings and signage. 

The McKay/Wellsona curve realignment is proposed in this segment with Big Sandy 

Wildlife Area on the East and Camp Roberts on the west. This proposed 

realignment would traverse Big Sandy Wildlife Area, in doing so, extending the 

visual reach of the railroad from an industrial area adjacent to US 101 to a 

designated open space area - whose very openness is an important element of its 

existing visual character. If this curve realignment is selected for construction and 

design practices cannot avoid or minimize its footprint within the Big Sandy Wildlife 

Area, the resulting adverse visual effects could be high. 

San Miguel to Paso Robles 

Within San Miguel, the predominant landscape type is urban/suburban with 

residential areas, buildings, paved roadways, and development. San Miguel is

comprised of one and two story residential buildings and industrial areas. South of 

San Miguel, the landscape type is mostly open space/undeveloped and agricultural, 

with occasional homes scattered on both sides of the railroad corridor. The Coast 

Corridor is east of US 101 within this segment. 
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-12

A leg of the proposed McKay/Wellsona and all portions of the Wellsona/Paso Robles 

curve realignments are proposed in this segment. Each would cut through 

agricultural land outside the railroad right-of-way. Implementation of curve 

realignments would directly convert existing land cover and have a readily 

discernible effect on the visual landscape. As a result, the visual impact would be 

medium. 

The proposed Wellsona siding would add a new siding track, adjacent to the existing 

track and within the right-of-way. A second track would have a low visual impact 

because adding a track along the existing corridor would not visually contrast with 

the existing viewshed. 

Paso Robles to Santa Margarita 

South of Paso Robles, the landscape type is predominantly urban/suburban with 

residential areas surrounding both sides of the Coast Corridor alignment, with both 

rural and agricultural farming areas scattered nearby as well. Several physical 

improvements are proposed within this segment. 

The proposed Templeton siding would add a second track, adjacent to the existing 

track and within the railroad right-of-way. A second track would have a low visual 

impact because adding a track along the existing corridor would not visually contrast 

with the existing viewshed. 

The proposed Templeton/Henry curve realignment and the Henry/Santa Margarita 

curve realignments would occur outside the railroad right-of-way. The proposed 

curve realignments would permanently alter existing land cover and require tree 

removal in areas where new tracks would be located. The Templeton/Henry curve 

realignment would be noticeable to the local road and nearby residential 

neighborhoods west of the rail alignment. 

The portions of the Henry/Santa Margarita curve realignment near Salinas Road and 

Asuncion Road, if constructed, would potentially cut through residential and farming 

properties approximately 100-150 feet from the existing railroad right-of-way, likely 

entailing the removal of several existing buildings. New tracks would be placed 

closer to nearby residents and viewer groups, which would sharply lower the visual 

character and quality of the landscape for these residents. The proposed 

Henry/Santa Margarita curve realignments would be dominant in the existing 

landscape and would permanently convert existing land cover. As a result, the 

visual impact could be high. 
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-13

Santa Margarita to San Luis Obispo 

The landscape type between Santa Margarita and San Luis Obispo is primarily open 

space/undeveloped. Dense vegetation and trees surrounds the Coast Corridor on 

both sides in some areas and the topography of the landscape becomes more 

pronounced as the railroad and US 101 pass through a portion of the Los Padres 

National Forest. 

A second mainline is proposed within this segment; the second mainline would be 

constructed within the existing railroad right-of-way. The size and reach of the Los 

Padres National Forest make it an important visual resource within San Luis Obispo 

County and the larger Central Coast region. Views of the existing rail corridor from 

US 101 are somewhat limited through this area due to intervening trees between 

the highway and the railroad. Furthermore, the hilly topography through this area 

also limits visibility of the railroad from passing vehicles. Dense trees somewhat 

limit views of the freeway and the railroad from adjacent portions of the National 

Forest itself. In summary, a second track would have a low to moderate visual 

impact because adding a track along the existing corridor would not strongly 

contrast with the existing visual setting. 

Table 3.6-1 Potential Visual Impacts 

Build Alternative 

Components Landscape Type Visual Impacts

Salinas Powered Switch Urban/Suburban None

Upgrades to Existing 

Alignment Section #1 Urban/Suburban; Agricultural Low

Spence Siding Extension Agricultural Low

Upgrades to Existing 

Alignment Section #2 Agricultural Low

Gonzales Powered Switch Urban/Suburban None

Soledad Powered Switch Urban/Suburban None

Soledad New Passenger 

Station Urban/Suburban Medium

Harlem/Metz Curve 

Realignments

Agricultural;

Open Space/ Undeveloped

Medium

Chalone Creek New Siding Agricultural; Open Space/ Undeveloped Low
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-14

Build Alternative 

Components Landscape Type Visual Impacts

Upgrades to Existing 

Alignment Section #3 Agricultural; Urban/Suburban Low

Coburn Curve 

Realignments Agricultural; Open Space/ Undeveloped Medium

King City Siding Extension Agricultural; Open Space/ Undeveloped Low

King City New Passenger 

Station Urban/Suburban Medium

King City Powered Switch Urban/Suburban None

Upgrades to Existing 

Alignment Section #4 Agricultural Low

MP 165 Curve 

Realignment Agricultural Medium

San Lucas New Siding Agricultural; Open Space/ Undeveloped Low

Upgrades to Existing 

Alignment Section #5

Agricultural; Open Space/ Undeveloped;

Industrial/Institutional Low

MP 172 Track Realignment Agricultural; Open Space/ Undeveloped Medium

San Ardo Powered Switch N/A None

Getty/Bradley Curve 

Realignments Open Space/ Undeveloped Medium

Bradley Siding Extension Open Space/ Undeveloped Low

Bradley Powered Switch) Open Space/ Undeveloped None

Upgrades to Existing 

Alignment Section #6

Industrial/ Institutional; Open Space/ 

Undeveloped Low

Upgrades to Existing 

Alignment Section #7

Industrial/ Institutional; Open Space/ 

Undeveloped; Urban/Suburban Low

McKay/Wellsona Curve 

Realignments

Industrial/ Institutional; Open Space/ 

Undeveloped High

McKay East Powered 

Switches

Industrial/ Institutional; Open Space/ 

Undeveloped None

Wellsona New Siding Urban/Suburban Low
Coast Corridor 

Draft Program EIS/EIR 3.6 Aesthetics and Visual Resources 

3.6-15

Build Alternative 

Components Landscape Type Visual Impacts

Upgrades to Existing 

Alignment Section #8 Urban/Suburban Low

Wellsona/Paso Robles 

Curve Realignments Urban/Suburban Medium

Templeton Siding Urban/Suburban Low

Templeton/ Henry Curve 

Realignments Urban/Suburban Medium

Upgrades to Existing 

Alignment Section #9 Urban/Suburban Low

Henry/Santa Margarita 

Curve Realignment Urban/Suburban; Agricultural; Open Space High

Santa Margarita Powered 

Switch Urban/Suburban None

Cuesta Second Main Track Open Space/ Undeveloped Low to Medium

Upgrades to Existing 

Alignment Section #10 Open Space/ Undeveloped Low

Source: Circlepoint, 2013 

3.6.5 AVOIDANCE, MINIMIZATION, AND MITIGATION 

STRATEGIES 

Mitigation strategies could include design features and techniques to integrate new 

rail improvements into the existing landscapes. Design measures should be 

reviewed with local jurisdictions, resource agencies, and the public to determine 

site-specific effectiveness and acceptability. Some strategies include the following: 

MIN-VIS-1. In locations where construction would take place overnight, appropriate 

light and glare screening measure could be used at construction staging areas, 

including the use of downward cast lighting. 

MIN-VIS-2. Where physical improvements pass through or along the edge of 

residential or heavily traveled roadways, landscape treatments such as trees and 

shrubs, could be installed and continuously maintained along the edge of the ROW 

to provide partial screening of visual changes. 

MIN-VIS-3. While new sidings/siding extensions can have low visual impacts as 

noted above, use of sidings for long-term “parking” of train cars can have visual 
Coast Corridor 

3.6 Aesthetics and Visual Resources Draft Program EIS/EIR 

3.6-16

consequences. Mitigation strategies could thus include limits on the use of sidings 

for longer-term train car storage, with potential priority to areas of greater visual 

sensitivity. 

MIN-VIS-4. Night lighting at stations will be the minimum required for operations 

and safety. All lights should be hooded and directed to the area where the lighting 

is required to be on all the time, sensors and timers should be specified. 

MM-VIS-5. Natural land cover removed or disturbed to implement physical 

improvements would be replaced, as feasible. 

These mitigation strategies would help reduce the level of visual impact of the 

proposed physical improvements. Future evaluation prior to implementing an 

improvement would determine specific mitigation suitable for each proposed 

improvement and specific location. 

3.6.6 SUBSEQUENT ANALYSIS 

Future project-level environmental review would be necessary if any of the Build 

Alternative improvements are carried forward. The visual analysis would specifically 

evaluate the visual character and quality of the study area and assess potential 

effects to existing conditions based on proposed project components. At that time, 

a detailed assessment of construction and operation-related activities would occur. 

The amount of introduced man-made development features and encroachment 

would be the criteria to determine the overall changes to visual quality. The 

evaluation would focus on changes to the integrity and continuity of the physical 

environment as well as the viewer responses to such physical changes. 
Coast Corridor Improvements EIR/EIS

3.6-1

Figure Existing Landscape Type: Agricultural

Source: Google Earth, 2013

Note: South of Salinas

Note: South of Salinas
Coast Corridor Improvements EIR/EIS

3.6-2

Figure Existing Landscape Type: Urban/Suburban

Source: Google Earth, 2013

Note: King City

Note: Soledad
Coast Corridor Improvements EIR/EIS

3.6-3

Figure Existing Landscape Type: Industrial/Institutional

Source: Google Earth, 2013

Note: San Ardo Oil & Gas Fields

Note: Camp Roberts
Coast Corridor Improvements EIR/EIS

3.6-4

Figure Existing Landscape Type: Open Space/Undeveloped

Source: Google Earth, 2013

Note: Highway 101 within Los Padres National Forest

Note: North of Paso Robles
Coast Corridor Improvements EIR/EIS

3.6-5

Figure Monterey County Visual Resource Areas

Source: Monterey County, 2004

Existing Rail Alignment

Legend
Coast Corridor Improvements EIR/EIS

3.6-6

Figure San Luis Obispo County Visual Resource Areas

Source: San Luis Obispo County, 2010 9.5 

FIGURE VR-1 

PROTECTED SCENIC RESOURCES 

Existing Rail Alignment

Areas Subject to Scenic Protection Standards