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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-1 

3.5 LAND USE AND PLANNING, COMMUNITIES 

AND NEIGHBORHOODS, PROPERTY AND 

ENVIRONMENTAL JUSTICE 

This section evaluates potential land use and community effects related to the 

proposed alternatives and includes an assessment of potential environmental 

justice effects. 

3.5.1 REGULATORY REQUIREMENTS 

Federal 

United States Army National Guard 

An approximately 7.5 mile long portion of the existing Coast Corridor railroad travels 

through Camp Roberts, a US Army training facility. Within Camp Roberts, the Army 

leases the railroad right of way to the Union Pacific Railroad (UPRR). Easements 

through this and other Army National Guard properties are regulated under 10 USC 

2668.1

Los Padres National Forest 

About 2 miles of the existing Coast Corridor railroad traverses the Los Padres 

National Forest near the Cuesta Grade north of the City of San Luis Obispo. The 

existing railroad travels through privately held land within the boundaries of the 

National Forest. The Los Padres National Forest, like other national forests, includes 

a mix of public and privately held properties within its boundaries. 

Uniform Relocation Assistance and Real Property Acquisition 

Policies Act

The Uniform Act was enacted by Congress to ensure that owners of real property 

that is acquired for federal and federally-assisted projects and persons displaced as 

a direct result of such projects are treated fairly, consistently, and equitably.2

 In the 

event any of the proposed improvements use federal assistance towards property 

acquisition, adherence to the Uniform Act is required. 

 

1

 Gardner, Orlando. Realty Officer. Army Corps of Engineers. March 13, 2013 - phone communication. 

2

 42 U.S.C. 4601 et seq. 
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3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-2 

To comply with the Uniform Act and its implementing regulations, all property 

owners and any persons displaced by a federally funded project must be informed 

in writing of their status and eligibility for any payments or assistance. Such 

payments and assistance may include, but are not necessarily limited to, the 

following: 

 Just compensation for property acquired, whether in fee, easement, or other 

form of property rights acquisition. Just compensation will be established by an 

approved appraisal of fair market value or other processes defined in the 

Uniform Act and the regulations. 

 An opportunity for the property owner to accompany the appraiser during 

inspection of the property. 

 Eligible closing costs and other expenses related to the transfer of property. 

 Assistance in finding and relocating to replacement property. 

 Eligible expenses for moving personal property to a replacement site. 

 Replacement housing payments and related expenses for displaced residential 

owners and tenants. 

 Business reestablishment payments to small business and other defined eligible 

entities. 

 Written noticed informing property owners and displaced persons of their rights 

and eligibility for assistance. 

 A notice that no one will be required to move from the acquired property from 

which they are being displaced for a minimum of 90 days. 

Executive Order No. 12898 

Executive Order No. 12898 requires all federal agencies to identify and address, as 

appropriate, any disproportionately high adverse human health and environmental 

effects of their programs, policies, and activities, on minority populations and lowincome populations in the United States.3

 

In summary, the Order directs Federal agencies to conform to existing laws such 

that their actions: 

 

3

 Executive Order No. 12898, 1994 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-3 

 Do not discriminate on the basis of race, color, or national origin; 

 Identify and address disproportionately high and adverse health or 

environmental effects of their actions on minority and low-income populations; 

 Provide opportunities for community input in the NEPA process, including input 

on potential effects and mitigation measures. 

United States Department of Transportation (DOT) Order 5610.2 (2012) on 

environmental justice has defined “disproportionately high and adverse effect on 

minority and low-income populations” to mean an adverse effect that is 

predominately borne by a minority population and/or a low-income population, or 

will be suffered by the minority population and/or low-income population and is 

appreciably more severe or greater in magnitude than the adverse effect that will 

be suffered by the non-minority population and/or non-low-income population.4

 

According to Council on Environmental Quality (CEQ), agencies are required to make 

diligent efforts to involve the public throughout the NEPA process and the 

participation of low-income, minority, and tribal populations are necessary. 

Therefore, adequate outreach to these communities may require adaptive or 

innovative approaches to overcome potential linguistic, cultural, economic barriers 

that would affect their participation. 

Title VI of the Civil Rights Act of 1964 

Under Title VI, each Federal agency is required to ensure that no person, on the 

ground of race, color, or national origin, is excluded from participation in, denied 

the benefits of, or subjected to discrimination under any program or activity 

receiving Federal financial assistance. 

State 

California Department of Fish and Wildlife 

The existing railroad is immediately adjacent to the Big Sandy Wildlife Area, a nature 

reserve along the Salinas River under the jurisdiction of the California Department 

of Fish and Wildlife (CDFW). CDFW has no local area land use plan for Big Sandy 

Wildlife Area.5

 Title 14, Section 550 of the California Code of Regulations grants the 

Regional Manager the authority to regulate public use of designated State wildlife 

areas. The southern portion of Big Sandy Wildlife Area is coterminous with a section 

of the Camp Roberts Military Reservation. 

 

4

 DOT Order 5610.2, Appendix Definitions, subd.[g] 

5

 Personal Communication with Bob Stafford on March 8, 2013. 
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Local 

Local agencies with land use jurisdiction in the study area are the counties of 

Monterey and San Luis Obispo, and the cities of Salinas, Soledad, King, Paso Robles, 

and Atascadero. The existing rail alignment also traverses the incorporated City of 

Gonzales, but no new facilities outside the railroad right-of-way are proposed there. 

Monterey County General Plan 

The Monterey County General Plan Land Use and Circulation Elements establish 

policies to guide the maintenance and expansion of rail service in the county. The 

plan protects the potential for future rail transportation and supporting facilities in 

major industrial and commercial centers. The plan includes a general framework to 

encourage growth within or near incorporated cities and designated community 

areas where existing services are available. Transit-oriented development around 

existing and future transportation infrastructure is also encouraged.6

City of Salinas General Plan 

The Circulation Element of the City of Salinas General Plan directs the city to work 

with Amtrak to provide commuter rail service to the Silicon Valley and other major 

destinations. The plan also includes specific policies to support maintenance and 

expanded use of the City’s Intermodal Transportation Center, the local Coast 

Corridor stop. The plan contains broad policies and programs to support an 

integrated transportation network and supportive land use. 

City of Soledad 

The City of Soledad General Plan includes a goal to establish a train station in the 

downtown area. The General Plan includes additional goals and policies to promote 

residential and commercial development in close proximity to the station to make 

transit use a convenient and viable alternative transportation mode. 

The General Plan’s goal for a station was furthered through the City’s adoption of a

Downtown Specific Plan, which calls for the development of an Intermodal Transit 

Station around where the existing railroad travels through Soledad. The Specific 

Plan includes a schematic diagram for the station area, including passenger 

platforms, parking, and ticket kiosks. Prior to adopting the Specific Plan, the City 

certified an accompanying EIR that examined program-level effects of the proposed 

station as part of a larger program of land use and transportation changes in the 

downtown area. 

 

6

 County of Monterey, 2007, Circulation Element 
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3.5-5 

City of King General Plan 

King City has adopted several documents that contain plans and policies supporting 

a downtown passenger rail station along the existing railroad tracks that traverse 

the city. The Historic Corridor Revitalization Plan includes plans for public 

investment and development in the area surrounding the proposed station. The rail 

stop is identified as an important part of the revitalization effort, serving 

commuters, tourists, and downtown businesses. 

Further, the First Street Corridor Master Plan includes conceptual station design 

plans. The plan shows a layout of platforms, parking, and intermodal connection 

points. 

San Luis Obispo County General Plan 

The San Luis Obispo General Plan Circulation Element identifies the current rail 

station in San Luis Obispo as an important component of the regional transportation 

network. The plan calls for coordination between different modes of transportation 

to reinforce federal, state, regional, and local agency goals. 

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

The Paso Robles General Plan promotes regional, interstate, and intrastate rail 

service through a broad range of action items, including support of expanding 

Amtrak rail service, and improvements to existing railroad crossings.7 Paso Robles 

has also adopted policies and action items 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

City of Atascadero General Plan 

The City of Atascadero General Plan recommends improving passenger service on 

the Coast Starlight. The Plan also identifies opportunities to replace existing atgrade crossings with grade separation structures.9,10

 

7

 City of El Paso de Robles, 2011, Circulation Element 

8

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

9

 City of Atascadero, 2002, p. III-5 

10 The Coast Corridor project does not propose any changes to the crossings in Atascadero. The project 

presumes leaving these crossing intact. This decision does not, however, preclude the City from 

proceeding with new grade separations in conjunction with Union Pacific. 
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3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-6 

City of San Luis Obispo General Plan 

The General Plan for the City of San Luis Obispo includes plans to develop tourism 

services around the existing train station.11 The plan further stipulates that 

residential areas should be separated or screened from the railroad right-of-way.12

3.5.2 METHODS OF EVALUATION 

In this analysis, a land use impact was considered significant on the basis of 

compatibility with applicable local land use plans, policies, and regulations adopted 

for the purpose of avoiding or mitigating an environmental impact. Proposed 

improvements were considered significant if determined to conflict with any 

applicable habitat conservation plan or natural community conservation plan. 

Additionally, impacts were evaluated for their potential to physically divide an 

established community. 

Study Areas

Land Use 

The land use study area includes the existing railroad right-of-way as well as 

surrounding “buffer areas” whose sizes are based on the type of proposed 

improvement The study area distances account for the amount of land that would 

potentially be directly and indirectly disturbed based on the anticipated severity of 

the construction associated with different types of improvements. 

 Curve Realignments: The study area was comprised of 100 feet on either side of 

proposed realignments for permanent impact areas and 200 feet on either side 

of the proposed alignment for temporary impact areas. 

 Siding Extensions and New Siding: The study area was comprised of the existing 

railroad right-of-way for permanent impact areas and 50 feet on either side of 

the proposed alignment for temporary impact areas. 

 Second Mainline: The study area was comprised of the existing railroad right-ofway for permanent impact areas and 100 feet on either side of the right-of-way 

for the proposed second mainline. 

 

11

 City of San Luis Obispo, 2010, p. 1-43

12 City of San Luis, 2010, p. 1-29
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Draft Program EIS/EIR 3.5 Land Use and Planning 

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 Stations: The proposed station impact area is the permanent station footprint 

within the community. Accordingly, these stations footprints are the same as 

the station footprints assessed within these local jurisdiction’s planning 

documents. 

To assess potential property acquisition requirements, the study area is 100 feet on 

either side of the alignment centerlines. The study area is intended represent such 

properties requiring partial or full acquisitions. The study area includes portions of 

several communities and neighborhoods, as discussed further in Subsection 3.5.4, 

Environmental Consequences. 

Environmental Justice 

For environmental justice impacts, the study area extends to 1 mile on either side of 

the centerline of proposed alignment changes and 1 mile from the two proposed 

new station areas. The breadth of the environmental justice study area provides a 

conservative estimate of the extent to which the Build Alternative might result in 

disproportionately high or adverse effects on minority and/or low income 

populations. 

The analysis was conducted using existing U.S. Census 2010 tract and block group 

data compiled in a geographic information systems (GIS) format. Additionally, aerial 

photos, field observations, review of local general plans or regional plans, and 

informal consultation with local planning agencies on current and planned land uses 

all informed this analysis. 

Land Use Compatibility 

Land use compatibility was determined by comparing the proposed physical 

improvements with existing land uses. Accordingly, each type of land use was 

assigned a compatibility rating of low, medium, or high based on the sensitivity of 

the existing land use within the proposed improvement areas. For this programlevel review, compatibility determinations were based on general plan land use 

designations.13

 

Table 3.5-1 summarizes the potential compatibility rating of the proposed physical 

improvements with existing land use. A proposed improvement was considered 

highly compatible if it would be located in areas planned for transportation multimodal centers or corridor development, redevelopment, economic revitalization, 

 

13 In some instances, local general plans do not designate the existing railroad right-of-way as a 

transportation use, but rather as whatever the adjacent land use may be. Accordingly, potential 

effects to various land use categories may be overstated 
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3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-8 

transit-oriented development, or high-intensity employment uses. A proposed 

improvement would have medium compatibility if it would require the conversion 

of land intended for multi-family residential, schools, low-intensity industrial, and 

hospital uses. Compatibility would be considered low if an alternative would be 

potentially inconsistent with local or regional planning documents. As the table 

indicates, some land use types can result in varying degrees of compatibility 

depending on context. Agriculture is one such use; it is also the predominant land 

use throughout the entirety of the corridor. High compatibility is assumed for 

improvements traveling along agricultural lands, but low compatibility is assumed if 

an improvement requires the conversion of existing agricultural lands to 

transportation use. As further discussed in Section 3.7, Agricultural and Forest 

Resources, farmland in both Monterey and San Luis Obispo counties is highly 

protected. 

Table 3.5-1 Compatibility of Land Use Types 

Low Compatibility Medium Compatibility High Compatibility

Single-family residential, community 

parks, neighborhood park, habitat 

conservation area, elementary/middle 

school (widened or new right-of-way 

needed), agricultural (when widened 

or new right-of-way needed)

Multifamily residential, high 

schools, low-intensity 

industrial, hospitals

Business park/regional commercial, 

multifamily residential, existing or 

planned transit center, high 

intensity industrial park, service 

commercial, commercial recreation, 

college, transportation/utilities, 

high-intensity government facilities, 

airport or train station, agricultural 

(no new right-of-way needed)

Source: Circlepoint, 2013 

Property 

The analysis assessed existing land uses located adjacent to each proposed 

alignment. Potential property acquisitions were determined based on the potential 

acreage that would be needed for a given physical improvement and whether the 

land use-type was particularly sensitive to change. Accordingly, Table 3.5-2 ranks 

potential property acquisitions as high, medium, or low based on land use-type. 

Potential impacts include partial or full acquisition of properties, displacement and 

relocation of existing uses, or demolition of properties. 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-9 

Table 3.5-2 Rankings of Potential Property Impacts 

Urban/ 

Suburban

Industrial Agricultural Open Space

Build Alternative Requirements

No additional right-of-way 

required Low Low Low Low

Widening of existing rightof-way required High Medium High Medium

New corridor (new right-ofway required) High High High High

Source: Circlepoint, 2013 

To identify potential property acquisitions, land uses in the study area were 

characterized by type and cross-referenced against aerial maps to determine 

potential direct impact to structures. 

In Table 3-5.3 below, property acquisitions are assessed as a percentage of private 

property that would need to be acquired to complete each improvement. This 

calculation considers the acreage of private land that would be required for 

construction as a percentage of the total acreage required for construction. 

Communities and Neighborhoods 

This section also considers potential impacts on communities and neighborhoods. A 

potential impact to communities and neighborhoods was identified if one of the 

proposed improvements would divide an established residential community where 

no division exists under current conditions, potentially causing a physical disruption 

to community cohesion. For the most part, improvements to existing transportation 

corridors would not create substantial new community barriers. 

Environmental Justice 

Environmental justice impacts were determined by comparing the minority and lowincome populations of the study area to the demographics of the nearby cities and 

counties. U.S. Census data was reviewed to determine if such minority or lowincome populations existed within or near the study area using the following 

thresholds. 
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3.5-10

Communities were considered to be minority or low income if they met at least one 

of the following criteria: 

 Whether at least 50 percent of the population in the study area may be minority 

or 25 percent of the population in the study area is low-income; 

 Whether the percentage of minority or low-income population in the study area 

may be at least 10 percent greater than the average generally in the county or 

community. 

After environmental justice communities were identified, the analysis determined 

whether the proposed improvements would occur within or adjacent to an existing 

transportation right-of-way or require a new alignment potentially encroaching into 

an environmental justice community.14

The assessment of potential impacts on minority and low-income populations took 

into consideration the size and type of right-of-way acquisition that would be 

necessary for the improvements. For example, if the proposed alignment would be 

within an existing right-of-way, the potential for impacts would be lower than if the 

alignment would require a new right-of-way acquisition. 

Nearly all of the proposed improvements evaluated under the Build Alternative 

would be located within or adjacent to existing transportation corridors, largely (but 

not fully) reducing the potential for significant adverse impacts generally. This 

analysis considers the Build Alternative on a corridor-wide basis. 

3.5.3 AFFECTED ENVIRONMENT 

A spectrum of different land uses line the corridor. Agricultural uses are 

predominant along the length of the corridor from Salinas to San Luis Obispo, but 

urban and suburban uses are present near city centers. Additional information 

about the location and character of these uses, as well as information about 

property ownership, communities and neighborhoods, and environmental justice 

are provided below. 

 

14 Census tract data are used here as a reasonable, best-available proxy for the analysis of impacts to 

low-income populations, since as of September 2013, block group level data is not available. Block 

group data for minority populations is available, and is used in this document. 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

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Existing Land Uses 

Urban/Suburban 

Urban/suburban uses can include residential, commercial, and recreational uses and 

are generally concentrated near the cities of San Luis Obispo and Salinas. Smaller 

towns such as Gonzales, Soledad, King City, Paso Robles, and Atascadero also 

support urban uses along the corridor. 

Agricultural 

Between developed areas, agricultural uses predominate. Agricultural areas are 

most common in the Salinas Valley and inland Central Coast region. Section 3.7, 

Agricultural and Forest Resources, includes information about the agricultural 

character of the study areas. 

Industrial/Public Facilities 

Industrial areas border several portions of the right-of-way, comprising large tracts 

near agricultural processing facilities, energy production plants and other facilities. 

In the study area, industrial uses are largely located on the outskirts of urban areas. 

The existing railroad traverses the San Ardo oil and gas field at which occurs drilling 

and processing of crude oil and raw gas products. Public facilities include Camp 

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

prisons in Soledad and near San Luis Obispo. 

Open Spaces/Rural Lands

Open space areas are present in urban and non-urban contexts throughout the 

corridor. Big Sandy Wildlife Reserve and Los Padres National Forest are two of the 

largest open space areas adjacent to the corridor; both are located in Monterey 

County. Rural lands are also prevalent in non-urban portions of the project corridor. 

Rural lands can include any other non-developed land not in agricultural use. 
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3.5 Land Use and Planning Draft Program EIS/EIR 

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Property 

The railroad right-of-way itself is owned by the Union Pacific Railroad. The majority 

of study properties outside the right-of-way are privately owned. One exception is 

the McKay/Wellsona Curve Realignment, where the proposed realignment includes 

portions of Big Sandy Wildlife Area and Camp Roberts.15 Portions of other 

improvements would also cross public roads in some locations. 

Communities and Neighborhoods 

The existing rail alignment traverses several existing communities. The study area 

includes the following incorporated cities: Salinas, Gonzales, Soledad, King City, Paso 

Robles, Atascadero, and San Luis Obispo. Several unincorporated communities are 

in the study areas, as well. These include: Chualar, San Lucas, San Ardo, Bradley, 

San Miguel, Templeton, and Santa Margarita. 

The railroad runs parallel to the freeway that skirts the downtown or central district 

of many of these communities. Communities where the railway does not intersect 

the downtown area include: Chualar, Gonzales, San Lucas, San Ardo, Bradley, San 

Miguel, Templeton, and Atascadero. In other communities, the railroad goes 

through or near the downtown area. These communities include: Salinas, Soledad, 

King City, Paso Robles, Santa Margarita and San Luis Obispo. 

There are also long stretches of the existing alignment where the railway passes by 

open space and low-density residential areas. These are not neighborhoods in the 

same sense as the communities identified above, however, communities may form 

around residential areas. 

Environmental Justice 

Communities for which environmental justice considerations are relevant were 

identified throughout the corridor. As shown in Figure 3.5-1, low-income 

environmental justice communities were identified throughout the corridor, 

particularly in urban areas in and outside of San Luis Obispo, near King City, and in 

and outside of Salinas. The majority of the study area within Monterey County 

includes minority environmental justice communities. In San Luis Obispo County, 

demographic data indicates a smaller number of minority environmental justice 

communities. 

 

15 Study area lands along the proposed second mainline in the Los Padres National Forest are privately 

held. 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-13

Along the entirety of the project corridor, about 46 percent of study area census 

block groups have minority environmental justice communities. About 14 percent 

of census tracts within the study area have populations of people living below the 

poverty line and are thus low-income environmental justice communities. 

3.5.4 ENVIRONMENTAL CONSEQUENCES 

No Build Alternative 

The No Build Alternative represents the continuation of existing passenger service, 

with some expansion of freight rail traffic. However, the No Build Alternative does 

not include expansion of existing physical components between Salinas and San Luis 

Obispo, with the exception of Positive Train Control (PTC) upgrades. Such PTC signal 

upgrades would occur as part of the No Build Alternative. The PTC improvements 

would be located immediately adjacent to the railroad tracks, within the right-ofway, and would not disrupt existing land uses. 

Under the No Build Alternative, it is generally assumed, based on local planning 

documents, between today and 2040, there would be no substantial changes in 

allowable land uses or to communities in the study area. Moderate changes in land 

use could be expected in urban areas along the right-of-way as a result of growth in 

population, transportation improvement projects, and other economic changes in 

the Coast Corridor region. Additionally, some agricultural lands are anticipated to 

be converted to urban uses, particularly those in proximity to existing communities. 

However, most of the local cities have selectively focused future growth away from 

important agricultural lands. This is particularly true in Monterey County, which has 

adopted strong farmland protection policies, as well as in the Paso Robles 

viticultural region. However, the No Build Alternative would result in little 

perceptible land use change, and no substantial change or effect on land use, 

property ownership, communities, or environmental justice communities. 

Build Alternative 

Land Use 

Construction-Period Effects 

Generally, construction of any of the proposed physical improvements that would 

be placed within the existing railroad tracks or existing railroad right-of-way (rail and 

track upgrades, signal upgrades, and powered switches) would result in little or no 

conflict with adjacent or nearby land uses or property, as all such work would occur 

within or immediately adjacent to the existing railroad. 
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3.5-14

Certain other proposed physical improvements, such as curve realignments and new 

or extended sidings may in some cases diverge substantially from the existing 

railroad right of way. Construction (and as described further below, operation) of 

such improvements would likely require staging areas on adjacent lands that may be 

in non-transportation related uses. Such uses would be temporary, lasting for the 

duration of construction, after which any land use incompatibility would be 

alleviated. 

During construction, temporary land use impacts could include road closures and 

traffic detours, which could in turn disrupt access to public facilities, emergency 

vehicle access, and pose potential physical barriers to communities and business 

districts. However, these effects would be temporary in duration and upon 

completing construction, the affected areas could be restored to pre-construction 

conditions. Depending on the design of proposed improvements, disruptions in 

local access or temporary relocation of public facilities could occur, as discussed 

further in Section 3.1, Traffic and Travel. 

Operational Effects 

Land Use Compatibility and Property 

Table 3.5-3 summarizes land use compatibility effects by implementation of the 

Build Alternative components. Property acquisitions would be direct effects of the 

proposed action; land use compatibility evaluates for potential indirect effects. 

Certain Build Alternative components would be implemented within or immediately 

adjacent to the right-of-way (track and signal upgrades, powered switches), and 

would thus have high land use compatibility as they would complement the 

underlying transportation use. 

Land use compatibility is also considered high for the two proposed stations, as the 

receiving cities of Soledad and King City have each adopted land use plans indicating 

conceptual station area plans consistent with the Build Alternative. Both cities also 

support of the proposed reinstitution of Coast Daylight service. 

The proposed second mainline also has a generally high compatibility, as it would be 

located immediately adjacent to the existing transportation corridor, likely within 

the existing railroad right-of-way. To the extent the second mainline requires land 

outside the right-of-way, compatibility may be lower in areas that would traverse 

the Los Padres National Forest. 

Land use compatibility is generally considered low for components requiring lands 

outside of the right-of-way. However, as noted in Table 3.5-1, the compatibility 

determination depends on the type of land proposed for conversion. Industrial or 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-15

transportation related properties would be considered compatible, whereas 

conversion of agricultural or residential lands would be considered highly 

incompatible. 

All curve realignments, as well as several sidings and extensions would require 

acquisition of lands outside the existing railroad right-of-way and the conversion of 

such lands to railroad use. Acquisition of adjacent agricultural, residential, and open 

space lands would result in an incompatible land use. Particularly, the 

Harlem/Metz, Coburn, and MP 172 curve realignments would require acquisition of 

agricultural land adjacent to the Salinas River. As such, these curve realignments 

would have low land use compatibility. 

Communities and Neighborhoods 

Potential direct impacts to communities and neighborhoods could occur if a 

proposed physical improvement would divide an existing residential neighborhood 

where no division exists under existing conditions. 

With few exceptions, the proposed physical improvements within the Build 

Alternative are within or immediately adjacent to the existing railroad right-of-way. 

The proposed train controls, track and rail upgrades, and power switches would all 

be placed within the existing railroad right-of-way and accordingly, would not have 

any substantial potential to create a new division or substantially exacerbate any 

existing divisions. 

The proposed physical improvements that diverge from the existing railroad rightof-way (particularly curve realignments, new sidings, siding extensions, and the 

second mainline) are generally located in agricultural or open space areas or are 

otherwise outside of intensely developed neighborhoods and existing communities. 

However, as noted in Table 3.5-3, some of the curve realignments would require 

land currently in residential use, which could lead to an adverse effect within 

affected communities. The Wellsona/Paso Robles and Henry/Santa Margarita curve 

realignments in particular, are located in residential areas within San Luis Obispo 

County. As such, these curve realignments would likely require partial or full 

acquisition of some residential properties within established communities. 

However, the existing railroad already travels through these communities and thus 

would not create a new barrier that would separate neighborhoods. 
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3.5-16

Environmental Justice 

Construction-Period Effects 

Figure 3.5-2 depicts the environmental justice communities in proximity to 

proposed improvements. In general, the majority of environmental justice 

communities are located within Monterey County, particularly near proposed 

improvements such as the Harlem/Metz curve realignment, New Chalone Creek 

siding, Coburn Curve realignment, and King City siding. Environmental justice 

communities near such proposed improvements would potentially experience some 

of the noted construction effects. 

It should be emphasized that the number, timing, and potential phasing of Build 

Alternative improvements is highly uncertain. Notwithstanding, construction of any 

of the individual Build Alternative improvements would produce noise levels higher 

than the ambient conditions, localized air quality effects, and changes to the visual 

character and quality of the surroundings. Depending on which elements of the 

Build Alternative are selected for further design and eventual construction, 

environmental justice effects could occur if the elements so selected were 

disproportionately located within identified environmental justice communities and 

elements discarded were outside such communities. Any further NEPA analysis that 

may be performed on selected improvements will need to further examine this 

potential for environmental justice effects. 

At the programmatic, Tier 1 level, however, the Build Alternative improvements as a 

whole are widely distributed throughout the Salinas to San Luis Obispo corridor and 

accordingly, would not result in a concentration of construction related effects upon 

such communities. 

Operational Effects 

Similar to the discussion above for construction-related effects, there is 

considerable uncertainty as to which if any of the proposed improvements would 

become operational. Any further NEPA analysis that may be performed will need to 

consider if the range of selected improvements is disproportionately within 

environmental justice communities and if such a selection would constitute an 

environmental justice effect. 

It should also be noted that the aspects of the Build Alternative offer potential 

benefits that would be shared broadly. The potential benefit of increased and 

improved service would have a direct benefit to all communities, including 

environmental-justice qualifying communities through minor improvements to 

regional air quality and traffic. 
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Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-17

As shown in Section 3.2, Air Quality and Greenhouse Gases, the Build Alternative 

has modest potential to reduce air pollutants within the Central Coast region as a 

whole, which includes the environmental justice communities along the Coast 

Corridor between Salinas and San Luis Obispo. The Build Alternative would thus 

result in somewhat improved air quality effects for the area as a whole. 

The analysis below describes the potential operational effects of various elements 

of the Build Alternative. The factors described would be important to carry forward 

in any future project-level NEPA review that may occur. 

Existing Alignment: All ten segments of the existing alignment between Salinas and 

San Luis Obispo are located within one or more environmental justice communities. 

Once implemented, upgrades to existing tracks along the alignment would allow for 

trains to safely travel at faster speeds, which may result in moderate and 

intermittent increases in noise levels along the much of existing right-of-way. The 

greatest increase in operational noise would occur along segments #1, #2, #4, and 

#6 of the existing alignment. 

New Sidings and Siding Extensions: Six out of seven proposed sidings/siding 

extensions would occur within minority environmental justice communities. 

However, half of these sidings near environmental justice communities would 

involve the extension of an existing siding (as opposed to construction of a new 

siding), and would therefore be expected to have a less substantial impact on the 

surrounding community. Localized air quality effects could occur in areas of new 

and/or extended sidings. In both such locations, trains may dwell for extended 

periods, resulting in pollution concentrations in specific areas. As a result, there is 

the potential for proposed siding improvements to have an impact on 

environmental justice communities, particularly if sidings were to increase idling, 

noise, and/or pollutant emissions in environmental justice communities. 

New Stations: New stations proposed for Soledad and King City would both be 

constructed within a minority environmental justice community. The King City 

station area is within a low-income environmental justice community as well. If new 

stations are developed and Coast Daylight service created, new trains would travel 

relatively slowly through these communities. Stations introduce the potential that 

trains could dwell for extended periods in the respective communities, thereby 

introducing the possibility of localized air quality impacts. However, new stations 

would provide additional travel options for both Soledad and King City and could 

result in beneficial economic effects. If one or both stations seek federal funding for 

construction, potential effects to environmental justice communities would be 

assessed in future project-level environmental documentation, as described in 

Subsection 3.5.5, Mitigation Strategies and Subsequent Analysis. 
Coast Corridor 

3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-18

Curve Realignments: Seven out of eight proposed curve realignments would occur 

within minority or low-income environmental justice communities, as identified in 

Table 3.5-3. Particularly high numbers of environmental justice communities are 

present near the Harlem/Metz curve realignment. Many of these proposed curve 

realignments involve multiple segments of rail proposed for realignment; some of 

these segments are not located near environmental justice communities. 

Notwithstanding, there is potential for the proposed curve realignments to have an 

impact on environmental justice communities because curve realignments would 

require land acquisition/conversion of lands to a transportation use. Curve 

realignments could potentially add noise and visual implications by realigning the 

tracks closer to residents. 

As shown in Section 3.3, Noise and Vibration, potential noise effects are most likely 

to occur at the proposed Wellsona/Paso Robles, Templeton/Henry, and 

Henry/Santa Margarita curve realignments. The area surrounding the 

Wellsona/Paso Robles and Henry/Santa Margarita curve realignments include 

environmental justice communities. Areas near the Templeton/Henry curve 

realignment do not include environmental justice communities. Visual changes 

along the corridor are discussed in detail in Section 3.6, Visual Resources. Since the 

proposed improvements are primarily located along an existing railroad right-ofway, no fundamental changes are expected to occur in the visual character of the 

study area. However, curve realignments would likely occur outside the right-ofway if they are to substantially reduce the degree of existing track curvature. 

Second Main Track: There are no environmental justice qualifying communities 

located near the proposed second main track. Therefore, neither construction nor 

operation of the second main track is expected to result in an impact to 

environmental justice communities. 
Coast Corridor 

Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-19

Table 3.5-3 Potential Impacts to Land Use, Property, and Environmental Justice 

Build Alternative 

Components

Land Use 

Compatibility

Percent of Private 

Land Potentially 

Necessary for 

Acquisition

Includes Minority 

Environmental Justice 

Communities?

Includes Low-Income 

Environmental Justice 

Communities?

Salinas Powered Switch Within ROW: High NA NA NA

Upgrades to Existing 

Alignment Section #1 Within ROW: High NA Yes, 31 block groups Yes, 5 tracts

Spence Siding Extension

Agricultural: Low

Industrial: Low

100% Yes, 4 block groups None

Upgrades to Existing 

Alignment Section #2 Within ROW: High NA Yes, 15 block groups Yes, 2 tracts

Gonzales Powered 

Switch Within ROW: High NA NA N/A

Soledad Powered Switch Within ROW: High NA NA N/A

Soledad New Passenger 

Station

Commercial: High

Public Facilities: High

100%

Yes, 6 block groups None

Harlem/Metz Curve 

Realignments

Agricultural: Low

Industrial: Low

100% Yes, 3 block groups None

Chalone Creek New 

Siding 

Agricultural: Low

Industrial: Low

100% Yes, 2 block groups None

Upgrades to Existing 

Alignment Section #3 Within ROW: High NA Yes, 4 block groups None
Coast Corridor 

3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-20

Build Alternative 

Components

Land Use 

Compatibility

Percent of Private 

Land Potentially 

Necessary for 

Acquisition

Includes Minority 

Environmental Justice 

Communities?

Includes Low-Income 

Environmental Justice 

Communities?

Coburn Curve 

Realignments Agricultural: Low 100% Yes, 2 block groups No

King City Siding 

Extension

Agricultural: Low

Commercial: Low

Industrial: Low

Residential: Low

100% Yes, 8 block groups Yes, 1 tract

King City New Passenger 

Station Commercial: High 100% Yes, 8 block groups Yes, 1 tract

King City Powered 

Switch Within ROW: High NA N/A N/A

Upgrades to Existing 

Alignment Section #4 Agricultural: High NA Yes, 5 block groups Yes, 1 tract

MP 165 Curve 

Realignment Agricultural: Low 100% Yes, 2 block groups No

San Lucas New Siding 

Agricultural: Low

Industrial: Low

100% Yes, 3 block groups No

Upgrades to Existing 

Alignment Section #5

Within ROW: High NA Yes, 3 block groups No

MP 172 Track 

Realignment Agricultural: Low 100% Yes, 1 block group No
Coast Corridor 

Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-21

Build Alternative 

Components

Land Use 

Compatibility

Percent of Private 

Land Potentially 

Necessary for 

Acquisition

Includes Minority 

Environmental Justice 

Communities?

Includes Low-Income 

Environmental Justice 

Communities?

San Ardo Powered 

Switch Within ROW: High NA NA N/A

Getty/Bradley Curve 

Realignments Agricultural: Low 100% Yes, 1 block group No

Bradley Siding Extension Agricultural: Low 100% Yes, 1 block group No

Bradley Powered Switch Within ROW: High NA NA NA

Upgrades to Existing 

Alignment Section #6 Within ROW: High NA Yes, 2 block groups No

Upgrades to Existing 

Alignment Section #7

Within ROW: High NA Yes, 2 block groups No

McKay/Wellsona Curve 

Realignments

Agricultural: Low

Public facilities: Low

53.75% Yes, 2 block groups No

McKay East Powered 

Switches Within ROW: High NA NA NA

Wellsona New Siding Residential: Low 100% Yes, 1 block group No

Upgrades to Existing 

Alignment Section #8 Within ROW: High NA Yes, 3 block groups No

Wellsona/Paso Robles 

Curve Realignments Agricultural: Low 100% Yes, 1 block group No

Templeton Siding

Extension Within ROW: High 98.96% No No
Coast Corridor 

3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-22

Build Alternative 

Components

Land Use 

Compatibility

Percent of Private 

Land Potentially 

Necessary for 

Acquisition

Includes Minority 

Environmental Justice 

Communities?

Includes Low-Income 

Environmental Justice 

Communities?

Templeton/Henry Curve 

Realignments Recreation: Low 100% No No

Upgrades to Existing 

Alignment Section #9 Within ROW: High NA Yes, 1 block group Yes, 1 tract

Henry/Santa Margarita 

Curve Realignment

Agricultural: Low

Residential: Low

99.92% Yes, 1 block group Yes, 1 tract

Santa Margarita

Powered Switch Within ROW: High

Cuesta Second Main 

Track Within ROW: High 100% No No

Upgrades to Existing 

Alignment Section #10 Within ROW: High NA Yes, 1 block group Yes, 6 tracts

Source: ICF, 2013
Coast Corridor 

Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-23

3.5.5 AVOIDANCE, MINIMIZATION, AND MITIGATION 

STRATEGIES 

Land Use Compatibility and Property 

Potential mitigation strategies to alleviate or minimize impacts to land use 

associated with the Build Alternative could include, but not be limited to, the 

following: 

A-LU-1. As only schematic plans have been developed to date, the level of detailed 

design that would normally precede construction could avoid or minimize the 

potential for land use displacement and property acquisition, whether temporary 

and/or permanent, residential or non-residential. 

A-LU-2. Design strategies could be implemented to avoid or minimize the temporary 

or permanent acquisition of properties to the extent feasible. 

MM-LU-3. In addition, to the extent displacement of any residence or business 

occurs, relocation assistance procedures in accordance with the Federal Uniform 

Relocation and Real Property Acquisition Policies Act of 1970 would be 

implemented. 

Communities and Neighborhoods 

Although this document found few community/neighborhood effects resulting from 

the Build Alternative, some of the specific elements of the Build Alternative may 

result in property acquisitions that could adversely affect communities and 

neighborhoods along the existing railroad. While one at-grade crossing would be 

created as part of the Build Alternative curve realignment at MP 172, the crossing is 

not located within a populated neighborhood that would reduce community 

interactions from existing conditions. 

MIN-LU-4. Efforts could be made during design to minimize any barriers to 

community and neighborhood interaction. 

MIN-LU-5. Consultation with local governments and planning agencies throughout 

the design effort could be conducted in order to maintain or enhance neighborhood 

integrity. 

MIN-LU-6. If the MP 172 curve realignment is constructed and includes a new atgrade crossing at Cattlemen Road, potential strategies to reduce community effects 

could include additional grade separation of rail lines and streets, new pedestrian 
Coast Corridor 

3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-24

crossings, new cross-connection points, improved visual quality of project facilities, 

and traffic management plans that maintain access during and after construction. 

MIN-LU-7. Temporary construction-related impacts on neighborhoods and 

communities could be addressed through site-specific measures. Potential 

strategies to alleviate or minimize impact to community during construction may 

include, but would not be limited to, the following: 

 Provide opportunities for community involvement early in future environmental 

studies; 

 Facilitate design workshops within affected neighborhoods to learn from the 

community which circulation elements (automobile, bicycle, pedestrian) in the 

impacted area are most critical so that those elements can be preserved; 

 Develop design standards for facilities, landscape, and public art associated with 

the project that reflect the character of adjacent affected neighborhoods; 

 Ensure that key connections (pedestrian/bicycle and vehicular crossings) across 

the rail corridor are maintained where necessary to maintain neighborhood 

integrity; 

 Complete a construction logistics analysis to determine approximate durations, 

impacts and localized mitigation measures to reduce disruption to communities, 

activities, traffic and circulation; 

 Develop traffic management plans that reduce barriers during construction; 

 Where feasible, maintain connectivity during construction; 

 Implement measures to maintain high level of visual quality in the 

neighborhood. Such measures can include visual buffers, trees and other 

landscaping, architectural design and public artwork; and 

 Implement procurement specifications and incentives for construction 

contractors designed to reduce the duration and disruption of construction. 

Potential requirements include restrictions on construction vehicle traffic and 

routes, haul routes, hours of permitted construction activity, and advance public 

notification of all closures or expected travel delays. 

Environmental Justice 

Potential strategies to avoid or minimize impacts to land use associated with the 

Build Alternative could include, but not be limited to, the following: 
Coast Corridor 

Draft Program EIS/EIR 3.5 Land Use and Planning 

3.5-25

 A-LU-8. In selecting components of the Build Alternative to carry forward for 

design and potential construction and operation, examine whether the selected 

improvements are disproportionately located within environmental justice 

communities. Environmental justice effects could potentially be avoided if the 

improvements carried forward are not disproportionately located within 

environmental justice communities. 

 MIN-LU-9. EO 12898 requires federal agencies to ensure effective public 

participation and access to information. Compliance with EO 12898 involves 

outreach to the potentially affected minority and/or low-income population to 

identify issues of importance that may not otherwise be considered. Outreach 

to affected communities would be conducted during the decision-making 

process and identification of any necessary mitigation measures. 

 MIN-LU-10. DOT Order 5610.2 requires DOT agencies to establish opportunities 

for meaningful public involvement by members of minority populations during 

activities including identification of potential mitigation measures. Minority and 

low-income populations would be provided with access to information about 

health and environmental impacts, measures to avoid, minimize and/or to 

mitigate any disproportionately high and adverse effects and offsetting benefits 

and opportunities to enhance affected communities, neighborhoods, or 

individuals during an outreach program conducted as part of the decisionmaking process. 

 MIN-LU-11. As indicated in the Environmental Consequences section above, 

many proposed curve realignments involve multiple segments, some near and 

some distant from environmental justice communities. A potential 

avoidance/minimization strategy would be to omit portions of multiple segment 

curve realignments that include environmental justice communities or where 

such impacts could be deemed to be disproportionately concentrated. 

 MIN-LU-12. Special attention would be given to any permanent impact 

categories that are commonly of concern for this type of project and to those 

that previously have been identified as being of concern. These include: 

 Air quality 

 Noise and vibration 

 Public health 

 Visual resources/aesthetics 

 Parklands 

 Relocation 
Coast Corridor 

3.5 Land Use and Planning Draft Program EIS/EIR 

3.5-26

3.5.6 SUBSEQUENT ANALYSIS 

Prior to implementing components of the Build Alternative, site specific evaluation 

should be conducted of the potential for land use compatibility and the need for 

property acquisition, including the potential for displacement of homes or 

businesses or substantial conflict with locally adopted land use policies. Any homes 

or businesses with the potential for displacement could be studied through a 

relocation impact analysis. If project-level environmental review under NEPA 

proceeds, anticipated effects to identified environmental justice communities would 

be assessed with best-available information to help determine whether impacts are 

disproportionate on minority or low-income communities. Additional 

environmental assessment and design development to determine alignment options 

during future studies will ensure a more precise evaluation of site-specific impacts 

and mitigation effectiveness. 
Spence Siding

H

EA-2

EA-1 H

H

EA-1

Chualar

Spreckels

Salinas

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1a

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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0 1 2

Miles

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Harlem/Metz

Harlem/Metz

Harlem/Metz

New Chalone Creek

H

EA-3

EA-2 H

Soledad

Gonzales

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1b

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Harlem/Metz Realign Tracks at MP 165

Coburn

Coburn 

Harlem/Metz

King City Siding

New Chalone Creek

E

H

EA-4

EA-3 H

H

EA-3

EA-2 H

Greenfield

King

City

£¤101

£¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1c

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Realign Tracks at MP 165 Realign Tracks at MP 172

San Lucas Siding

EA-5

H

EA-4

H

H

EA-4

UV198

San

Lucas

£¤101

£¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1d

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Getty/Bradley

Getty/Bradley

Getty/Bradley

Bradley Siding

EA-6 H

H

EA-6

H

EA-5

Bradley

San Ardo

£¤101 £¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1e

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Wellsona/Paso Robles

McKay/Wellsona

McKay/Wellsona

McKay/Wellsona

Wellsona Siding

H

EA-8

H

H

EA-7

EA-6 H

EA-7

El Paso de

Robles (Paso

Robles)

San

Miguel

£¤101

£¤101 £¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1f

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

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Henry/Santa Margarita Templeton/Henry

Henry/Santa Margarita

Henry/Santa Margarita

Henry/Santa Margarita

Templeton Siding

Second Main Line

H

EA-10

EA-9 H

H

EA-9

EA-8 H

Atascadero

El Paso de

Robles (Paso

Robles)

Templeton

£¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1g

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Henry/Santa Margarita 

Second Main Line

EA-10

H

H

EA-10

EA-9

H

Arroyo

Grande

San Luis

Obispo

£¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Generalized Existing Land Uses Figure 3.5-1h

Legend

Land Use

Agriculture

City Roads

Commercial

Industrial

Mixed Use

Open Space

Other

Public Facilities

ROW

Recreation

Residential

Rural Lands

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

Page 1h

±

±

012

Miles

1:75,000
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Spence Siding

H

EA-2

EA-1 H

H

EA-1

Chualar

Spreckels

Salinas

£¤101

Tr ac t 4,

Blo c k G ro up 2

Tr ac t 10 8. 04 ,

Blo c k G ro up 2

Tr ac t 9,

Blo c k G ro up 1

Tr ac t 14 8,

Blo c k G ro up 1

Tr ac t 9,

Blo c k G ro up 2

Tr ac t 6,

Blo c k G ro up 1

Tr ac t 5. 01 ,

Blo c k G ro up 2

Tr ac t 14 8,

Blo c k G ro up 3

Tr ac t 8,

Blo c k G ro up 2

Tr ac t 5. 02 ,

Blo c k G ro up 2

Tr ac t 14 5,

Blo c k G ro up 1

Tr ac t 14 8,

Blo c k G ro up 2

Tr ac t 18 .0 2,

Blo c k G ro up 1

Tr ac t 18 .0 1,

Blo c k G ro up 2

Tr ac t 17 ,

Blo c k G ro up 2

Tr ac t

5. 01

Tra c t 13

Tra ct 6

Tra ct 9

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2a

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Harlem/Metz

Harlem/Metz

Harlem/Metz

New Chalone Creek

H

EA-3

EA-2 H

Soledad

Gonzales

£¤101

£¤101

Tr ac t 10 8. 04 ,

Blo c k G ro up 2

Tr ac t 14 8,

Blo c k G ro up 1

Tra ct 111. 01,

Bloc k Grou p 2

Tra ct 111. 02,

Bloc k Grou p 1

Tra c t 11 2. 04 ,

Bloc k Group 1

Tr ac t 14 8,

Blo c k G ro up 3

Tra ct 111. 01,

Bloc k Grou p 3

Tra ct 111. 02,

Bloc k Grou p 3

Tr ac t 10 8. 04 ,

Blo c k G ro up 1 Tr ac t 10 8. 04 ,

Blo c k G ro up 3

Tra ct 111. 02,

Bloc k Grou p 2

Tract

111.01

Tra c t

109

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2b

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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1:75,000
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Harlem/Metz Realign Tracks at MP 165

Coburn

Coburn

Harlem/Metz

King City Siding

New Chalone Creek

H

E

EA-4

EA-3 H

H

EA-3

EA-2 H

Greenfield

King

City

£¤101

Tra c t 11 2. 04 ,

Bloc k G roup 1

Tra c t 11 3. 04 ,

Bloc k Group 2

Tra c t 11 3. 04 ,

Bloc k Group 1

Tra c t 11 3. 02 ,

Bloc k Group 1

Tra c t 11 3. 02 ,

Bloc k Group 2

Tract

111.01

Trac t

113. 02

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2c

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Realign Tracks at MP 165 Realign Tracks at MP 172

San Lucas Siding

EA-5

EA-4 H

H

H

EA-4

San

Lucas

UV198

£¤101

£¤101

Tra c t 11 3. 04 ,

Bloc k G roup 1

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2d

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Getty/Bradley

Getty/Bradley

Getty/Bradley

Bradley Siding

EA-6 H

H

EA-6

H

EA-5

Bradley

San Ardo

£¤101

£¤101

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2e

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

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Wellsona/Paso Robles

McKay/Wellsona

McKay/Wellsona

McKay/Wellsona

Wellsona Siding

H

EA-8

H

H

EA-7

EA-6 H

EA-7

San

Luis Obispo County

Monterey County

El Paso de

Robles (Paso

Robles)

San

Miguel

£¤101

£¤101

Tr ac t 10 0. 16 ,

Blo c k G ro up 2

Tr ac t 10 1. 02 ,

Blo c k G ro up 2

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2f

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

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Henry/Santa Margarita Templeton/Henry

Henry/Santa Margarita

Henry/Santa Margarita

Henry/Santa Margarita

Templeton Siding

Second Main Line

H

EA-10

EA-9 H

H

EA-9

EA-8 H

Atascadero

El Paso de

Robles (Paso

Robles)

Templeton

UV46

£¤101

£¤101

Tr ac t 10 1. 02 ,

Blo c k G ro up 3

Tr ac t 12 8,

Blo c k G ro up 1

Tra c t

128

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2g

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

Page 2g ±

1:75,000
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Henry/Santa Margarita

Second Main Line

EA-10 H

H

EA-10

EA-9 H

Arroyo

Grande

San Luis

Obispo

UV1

UV227

£¤101

£¤101

Tra c t 11 4,

Bloc k Gr oup 1

Tract

111.01

Tract 111. 02

Tr ac t

109 . 01

Tract

11 2

Tr ac t

109 . 02

Trac t

110. 02

Coast Corridor Improvements EIR/EIS

f

c

a

b

d

e

g

h

Environmental Justice 

Figure

3.5-2h

±

0 1 2

Miles

Legend

Environmental Justice

Block Groups (Minority)

Environmental Justice

Tracts (Low-income)

Urban Areas

Project Components

Existing Alignment

Sidings

Realignments

Source: ICF International, 2013

Page 2h ±

1:75,000
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