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SUMMARY 

OVERVIEW OF STUDY AREA

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

right of way 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. 

The project corridor includes both the existing railroad right of way as well as 

substantial “buffer” areas where possible physical improvements 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 System and enhancing safety with minimal disruption to existing and 

proposed freight rail operations. Implementation of the Build Alternative 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. 
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STUDIES LEADING TO THE PROGRAM EIS/EIR

Several planning and feasibility studies have identified and proposed improvements 

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 Division of Rail (DOR) coordinated with Amtrak, the Federal Railroad 

Administration (FRA), and other transportation agencies to complete the Coast 

Corridor Service Development Plan in May 2013. The UPRR has recommended a 

series of improvements it asserts are necessary to allow for increased passenger use 

of the Coast Corridor. The Build Alternative, further described below, was 

intentionally drawn broadly to encompass all the physical improvements 

contemplated by the plans and studies above.

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 

improvement 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 improvements. For the purposes of this program EIS/EIR whose purpose 

and need is limited to potential physical rail system improvements 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 improvements 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 improvements has 

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

context of CEQA/NEPA environmental review. The Build Alternative looks broadly at 
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each physical improvement contemplated for the area to provide decision-makers 

additional information in identifying which if any conceptual physical improvements 

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, visual impacts, noise level 

increase, hazardous material sites, and air quality pollutant emissions during 

construction. However, this programmatic document 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 project-level mitigation, adverse effects can be reduced or avoided 

entirely. In addition, the Build 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.
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Table S-1 Comparative Effects, Build Alternative versus No Build Alternative

Environmental Topic Build Alternative No Build Alternative

Traffic and Travel

Result in substantial disruption to freight and 

passenger rail services

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 ontime performance for existing and proposed 

future passenger and freight rail.

None expected

Result in substantial traffic increases to local 

roadways

Project traffic would contribute to traffic impacts 

near existing and proposed station areas. None expected

Result in significant delays any existing or new atgrade crossings

Additional train traffic and frequency would result; 

One new at-grade crossing could be created, 

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.

None expected

Air Quality and Greenhouse Gas Emissions

Construction of Improvements

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.

None expected
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Environmental Topic Build Alternative No Build Alternative

Rail Operations

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.

None expected

New Train Stations

Emissions may result from deceleration, 

acceleration, and idling at new stops along the 

route. May be offset by increased ridership.

None expected

Noise and Vibration

Noise Compatibility

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.

Variable

Vibration Compatibility

Varies depending on location; generally low 

compatibility for curve realignments (particularly 

in residential areas), moderate at new passenger 

stations, and high throughout agricultural portions

Variable
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Environmental Topic Build Alternative No Build Alternative

Energy

Construction Energy Consumption

Energy required for manufacturing of materials, 

construction activities, travel of construction 

workers, and from traffic delays/detours resulting 

from construction activities.

Unknown

Operations Energy Consumption

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 improvements 

would reduce required maintenance, reduce 

friction, reduce time spent idling, and increase 

train speeds

Unknown

Land Use and Planning, Communities and 

Neighborhoods, Property and Environmental 

Justice

Land Use Compatibility and Property

High near proposed station areas and within the 

existing right-of-way. Low through Los Padres 

National Forest and components requiring land

outside of the existing right-of-way.

High

Communities and Neighborhoods

High in most areas along alignment, low where 

few curve realignments/siding extensions require 

land in residential use.

High
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Environmental Topic Build Alternative No Build Alternative

Environmental Justice

Up to 137 EJ census blocks (for race and poverty)

crossed by rail alignment and facilities. Impacts 

vary depending on improvement.

None expected

Aesthetics and Visual Resources

Construction

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.

None expected

Operation

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.

None expected

Agricultural and Forest Resources

Acres of Permanent Impacts to Prime Farmland Up to 91 None expected

Acres of Temporary Impacts to Prime Farmland Up to 290 None expected

Acres of Permanent Impacts to Forest Lands Up to 12 None expected

Acres of Temporary Impacts to Forest Lands Up to 20 None expected

Convert Williamson Act Contract land to 

nonagricultural use Likely to occur in Monterey County None expected
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Environmental Topic Build Alternative No Build Alternative

Public Utilities and Services

Utility Usage

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.

None expected

Public Services

Some temporary access disruptions associated 

with construction expected. No impacts associated 

with operation expected as the improvements are 

not expected to encourage substantial population 

growth.

None Expected

Utility Conflicts:

Transmission Line Impacts

Up to 0.25 miles of operation-related conflicts, up 

to 1 mile of construction-related conflicts, and 3 

transmission line crossings

None expected

Natural Gas Pipeline Impacts

Up to 2.5 miles of operation-related conflicts, up 

to 1 mile of construction-related conflicts, and 6 

pipeline crossings

None Expected

Water Transmission Lines

Nacimiento Water Project pipeline would likely be 

impacted to some degree from Paso Robles to San 

Luis Obispo

None Expected

Telecommunications

Fiber-optic transmission lines would likely be 

impacted to some degree from Paso Robles to San 

Luis Obispo

None Expected
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Environmental Topic Build Alternative No Build Alternative

Hazardous Materials and Wastes

Corridor-Wide Hazardous Materials and Wastes

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

Unknown

Number of “Active Status” Hazardous Sites

Up to 4; one near location for upgrades to the 

existing alignment section #1 and three near the 

King City siding extension

Unknown

Cultural and Paleontological Resources

Number of Known Archaeological Sites Up to 27 Unknown

Paleontological Sensitivity

Generally low, high in San Luis Obispo County 

from the proposed Cuesta second main track into 

San Luis Obispo

Unknown

Number of Recorded Historical Structures Up to 55 Unknown

Geology and Soils

Expected Likelihood of Surface Fault Rupture Varies depending on location, highest near Santa 

Margarita Unknown

Expected Likelihood of Ground Shaking Varies depending on location, highest near Salinas Unknown
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Environmental Topic Build Alternative No Build Alternative

Liquefaction Potential Varies depending on location, highest throughout 

San Luis Obispo County Unknown

Expected Likelihood of Landslides Varies depending on location, highest near Bradley 

and between Templeton and Santa Margarita Unknown

Soil Shrink-Swell Potential

Varies depending on location, highest near Salinas, 

Soledad, San Lucas, Bradley, and near the existing 

alignment in San Luis Obispo

Unknown

Soil Corrosivity

Varies depending on location, Steel highest 

throughout Monterey County, concrete highest 

near existing alignments 2-5 and Cuesta grade.

Unknown

Soil Erosion Potential Varies depending on location, highest near 

existing alignments 2-5 and Cuesta grade. Unknown

Oil and Gas Fields

Three crossed; two occur at upgrades to the 

existing alignment near San Lucas, and one by the 

Templeton/Henry curve realignments

Unknown

Hydrology and Water Resources

Linear feet of permanent impact to water 

resources

Up to 2,264 Unknown

Permanent acres within a 100-year floodplain Up to 29 Unknown

Number of surface water crossings Up to 117 Unknown

Erosion Potential

Generally low, moderate potential near Bradley 

(Bradley siding and Getty/Bradley curve 

realignments occur near steep slopes)

Unknown
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Environmental Topic Build Alternative No Build Alternative

Potential Groundwater Impacts Low Unknown

Biological Resources and Wetlands

Wetlands Affected

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 improvement areas

None Expected

Non Wetland Jurisdictional Waters Affected

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 improvement locations, and at a few other 

realignments/siding extensions, including the 

Getty/Bradley curve realignment

None Expected
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Environmental Topic Build Alternative No Build Alternative

Critical Habitat Areas Affected

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.

None expected

Sensitive Vegetation Communities Affected

Temporary and permanent impacts are expected 

associated with improvements occurring outside 

of the existing railroad right-of-way (new 

sidings/siding extensions, curve realignments, and 

the second main track).

None Expected

Special Status Species Affected

Several plant and animal special-status species 

would be impacted at improvements occurring 

outside of the existing railroad right-of-way (new 

sidings/siding extensions, curve realignments, and 

the second main track).

None Expected
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Environmental Topic Build Alternative No Build Alternative

Section 4(f) and 6(f)

Section 4(f) Resources Affected

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

None expected

Section 6 (f) Resources Affected None identified None expected

Class I Areas Affected

Class I areas identified are at a distance from the 

train tracks and no significant air quality/visual 

degradation is expected

None expected

Growth Inducement

Permanent and Temporary Employment

Opportunities

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

None expected
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Environmental Topic Build Alternative No Build Alternative

Residential Property

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

None expected

New Station Areas

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. 

None expected

Source: Circlepoint, 2014.
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AVOIDANCE, MINIMIZATION, AND MITIGATION 

STRATEGIES

This Draft Program EIS/EIR will define 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 improvements 

ultimately chosen. 

COORDINATION WITH THE PUBLIC AND 

OTHER AGENCIES

This Draft 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 improvements are needed for proposed 

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

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

under pertinent NEPA and CEQA requirements of such proposed improvements 

would occur.
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