Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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ES.1 Executive Summary

Pursuant to the National Environmental Policy Act (NEPA) and the California Environmental Quality 

Act (CEQA); the Federal Railroad Administration (FRA), California Department of Transportation 

(Caltrans) Division of Rail and Mass Transportation, and Riverside County Transportation 

Commission (RCTC) prepared this joint Draft Tier 1/Program Environmental Impact Statement

(EIS)/Environmental Impact Report (EIR) to evaluate and disclose the potential environmental 

consequences of the Coachella Valley-San Gorgonio Pass Rail Corridor Service Program 

(Program). The Program is proposing the implementation of passenger rail service options between 

Los Angeles Union Station (LAUS) in Los Angeles County, California and the City of Coachella in 

Riverside County, California. This corridor-level conceptual study evaluates alternatives along the 

144-mile-long Coachella Valley-San Gorgonio Pass Rail Corridor (Program Corridor). 

For this Tier 1/Program EIS/EIR, FRA and Caltrans are the joint lead agencies for the environmental 

review under NEPA, and RCTC is the lead agency under CEQA.

This Tier 1/Program EIS/EIR represents the first step within a tiered approach to NEPA analyses in 

accordance with the Council on Environmental Quality’s (CEQ) Regulations for Implementing NEPA 

(40 Code of Federal Regulations [CFR] Parts 1500–1508), FRA’s Procedures for Considering 

Environmental Impacts (64 Federal Register [FR] 28545, May 26, 1999), and CEQA Guidelines 

Sections 15168 and 15170. Tiering under NEPA and CEQA involves the evaluation of broad-level 

programs and issues in an initial Tier 1/Program-level analysis followed by more detailed evaluation 

of specific improvements in subsequent Tier 2/Project-level analyses.

This Tier 1/Program EIS/EIR evaluates potential environmental impacts of the No Build Alternative 

and the three Build Alternative Options broadly within the Program Corridor. The Program Corridor 

provides a flexible regional context for the best location of an enhanced passenger rail system while 

providing opportunities for the Build Alternative Options within the Program Corridor to account for 

engineering and environmental constraints, as well as public input. 
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This Tier 1/Program EIS/EIR is the basis for a Tier 2/Project-level analysis by identifying the Build 

Alternative Option to be advanced for further study and analysis. As such, no construction would be 

authorized as a result of the Tier 1/Program evaluation. During Tier 2/Project-level analysis, the 

selected Build Alternative Option identified in the Tier 1/Program-level analysis would be further 

developed and the environmental effects of the site-specific rail infrastructure and station facilities 

evaluated prior to final design and construction. The Tier 2/Project-level analysis would include

refined engineering design; additional public involvement; site-specific quantitative analyses of 

environmental effects; and the identification of site-specific avoidance, minimization, and mitigation 

measures. 

ES.1.1 Purpose and Need

The Program’s Purpose is to implement a safe, reliable, and convenient intercity passenger rail 

service in the Program Corridor with the capability to meet the future mobility needs of residents, 

businesses, and visitors and meet the following objectives:

1. Provides travelers between the Los Angeles Basin and the Coachella Valley with a public 

transportation service that offers more convenient, reliable, and competitive trip times; better 

station access; and more frequency than currently available public transportation services

2. Provides travelers between the Los Angeles Basin and the Coachella Valley with an 

alternative to driving that offers reliable travel schedules

3. Provides travelers between the Los Angeles Basin and the Coachella Valley with an 

affordable transportation service

4. Serves a range of trip purposes traveling between the Los Angeles Basin and the Coachella 

Valley, particularly including business and personal trips

5. Improves regional travel opportunities between the Los Angeles Basin and the Coachella 

Valley for individuals without private vehicles 

6. Serves the expected population growth in the Los Angeles Basin and the Coachella Valley 

7. Assists regional agencies in meeting air pollution and greenhouse gas (GHG) emission 

reduction targets as mandated in state and federal regulations

The Program’s Need is to address the absence of effective transportation alternatives to personal 

automobile travel between coastal regions of Southern California (e.g., Los Angeles and Orange 

Counties) and cities in the Inland Empire (e.g., City of Riverside) and the Coachella Valley (e.g., 

Cities of Coachella, Indio, Palm Springs); the projected increase in travel demand in the Program 
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Corridor resulting from population and employment growth; and the increasing unreliability of 

existing transportation systems within the Program Corridor. 

ES.1.2 Program History and Prior Planning Activities 

This Tier 1/Program EIS/EIR is preceded by several years of preliminary Program development 

activities. In 1991, RCTC completed the first in a series of studies evaluating the feasibility of 

operating one or two daily intercity passenger rail round trips between Los Angeles and Indio. From 

1991 to 2013, RCTC completed additional feasibility studies on the Program Corridor. In July 

2016, RCTC, in coordination with Caltrans and FRA, prepared and completed the 2016 Alternatives 

Analysis (AA) Report (summarized in Chapter 2, Program Alternatives, of this Tier 1/Program 

EIS/EIR) that evaluated a reasonable range of alternatives for implementation of daily intercity 

passenger rail service between Los Angeles and Indio. The purpose of the 2016 AA Report was to 

identify a reasonable range of preliminary alternative(s) that could be evaluated in a subsequent 

Service Development Plan (SDP) and Tier 1/Program EIS/EIR. 

ES.1.3 Program Overview

The Program Corridor, which connects the Los Angeles metropolitan area with the Coachella Valley 

through the San Gorgonio Pass, currently has no daily intercity passenger rail service that services 

the Coachella Valley. While the Program Corridor contains existing rail lines and rail infrastructure, 

these existing rail systems currently support freight rail and the occasional Amtrak rail service. The 

proposed implementation of intercity passenger rail service in the Program Corridor, including the 

planning and construction of rail infrastructure improvements required to establish the service, are 

collectively known as the Coachella Valley-San Gorgonio Pass Rail Corridor Service Program.

The Program Corridor runs west-to-east, extending from a western terminus at LAUS to an eastern 

terminus in either the City of Indio or City of Coachella and consists of two sections: the Western 

Section and the Eastern Section. The boundary between the Western and Eastern Sections is in the 

City of Colton, at the intersection of existing railroad lines owned by Union Pacific Railroad (UP) and 

BNSF. 

Passenger train frequencies proposed as part of the Program would consist of two daily round-trip 

intercity passenger trains operating the entire length of the Program Corridor between Los Angeles 

and the Cities of Indio or Coachella, with one morning departure and one afternoon departure from 

each end of the Program Corridor. Both proposed eastern terminus options would require 

construction of a new station, as neither the City of Indio nor the City of Coachella has existing 

stations to accommodate the proposed passenger rail service.
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ES.1.4 Alternatives Considered

The Tier 1/Program EIS/EIR evaluates the No Build Alternative and three Build Alternative Options 

in the two geographic sections, as shown on Figure ES-1 through Figure ES-3. The Build Alternative 

Options have been developed to a level of detail appropriate for a Tier 1/Program service-level 

evaluation. The Tier 1/Program EIS/EIR Study Area represents the potential area where rail 

infrastructure improvements and station facilities could be implemented and constructed but does

not represent the precise location or footprint of the improvement or facility. If a Build Alternative 

Option is selected, the Tier 2/Project-level analysis will consider further refinements to the Tier 

1/Program EIS/EIR Study Area to optimize performance, reduce cost, and avoid or reduce impacts 

on properties and environmental resources. 
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Figure ES-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3)
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Figure ES-2. Eastern Section of the Program Corridor (Build Alternative Option 1) 
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Figure ES-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3)
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ES.1.4.1 No Build Alternative

The No Build Alternative would not fulfill the Program’s Purpose and Need but is carried forward as a 

baseline alternative against which the Build Alternative Options are compared. The No Build 

Alternative assumes no new passenger rail service is implemented in the Program Corridor except 

for existing and committed transportation improvements (Table 2-7 and Table 2-8 in 

Chapter 2, Program Alternatives, of this Tier 1/Program EIS/EIR include a full list of programmed 

and planned capacity improvements projects).

ES.1.4.2 Build Alternative Option 1 (Coachella Terminus)

Build Alternative Option 1 includes a total Program Corridor distance of 144 miles and consists of a 

Western Section, terminating at LAUS, and an Eastern Section, terminating in the City of Coachella, 

the details of which are as follows:

Western Section. Under Build Alternative Option 1, existing rail infrastructure would be used in the 

Western Section of the Program Corridor, and no additional railroad infrastructure improvements 

would be required. LAUS would serve as the western terminus, while existing stations in the Cities of 

Fullerton and Riverside would be utilized to support the proposed passenger rail service. No new 

stations or improvements to existing stations would be required to accommodate the proposed 

service within the Western Section of the Program Corridor. 

Eastern Section. Under Build Alternative Option 1, potential new infrastructure improvements on the 

Eastern Section of the Program Corridor could include sidings, additional main line track, wayside 

signals, drainage, grade-separation structures, and station facilities to accommodate the proposed 

passenger rail service. As part of the SDP and Tier 1/Program EIS/EIR process, rail operations 

simulation modeling is being conducted to identify potential infrastructure needs. Upon completion of 

the SDP and the Tier 1/Program EIS/EIR process, the specific infrastructure improvements would be 

determined and refined through coordination and additional consultations with UP, RCTC, Caltrans, 

and FRA prior to Tier 2/Project-level analysis.1 Potential rail infrastructure improvements and station 

facilities could include:

• Up to five new stations;

1 The Tier 2/Project-level process does not automatically follow the Tier 1/Program process, rather a 

project would be defined based on the Tier 1/Program Environmental Impact Statement (EIS)/ 

Environmental Impact Report (EIR) broad project scope and funded at that time. The Tier 2/Project-level 

process would be a separate environmental document and could be funded and led by an agency other 

than the Federal Railroad Administration (FRA) and Riverside County Transportation Commission

(RCTC), depending upon the source of funding.
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• A third main line track to augment the existing two-track main line along the Eastern Section 

of the Program Corridor to Coachella; 

• Various crossovers connecting the existing main line tracks to the new third main line track;

• A new second Mt. Vernon connector track in Colton;

• A new siding at Loma Linda to allow passenger trains to meet, reducing delay; 

• A new railroad bridge across the Santa Ana River; and

• Additional infrastructure components throughout the Program Corridor including, but not 

limited to, wayside signals, drainage structures, and grade-separation structures. 

Under Build Alternative Option 1, the proposed passenger rail services within the Eastern Section of 

the Program Corridor would use the existing station in the City of Palm Springs. Additionally, up to 

five new potential stations could be constructed in the following areas: 1) Loma Linda/Redlands Area 

(serving the Cities of Loma Linda and Redlands), 2) the Pass Area (serving the communities of 

Beaumont, Banning, and Cabazon), 3) the Mid-Valley Area (serving the communities of Cathedral 

City, Thousand Palms, the Agua Caliente Casino area, Rancho Mirage, and Palm Desert), 4) the 

City of Indio, and 5) the City of Coachella as the eastern terminus of the Program Corridor.

As shown on Figure ES-2, the Tier 1/Program EIS/EIR Study Area for the Eastern Section of the 

Program Corridor identifies station catchment areas where future station facilities could be 

constructed in addition to other rail infrastructure improvements along the existing rail right-of-way 

(ROW). The Tier 1/Program EIS/EIR service-level evaluation does not clear these potential future 

station facilities or rail infrastructure improvements for construction. Completion of Tier 

2/Project-level environmental review would be required prior to implementation of site-specific 

infrastructure improvements, including station locations. 
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As part of Build Alternative Option 1, additional rail infrastructure improvements for the Eastern 

Section of the Program Corridor have been considered. These potential infrastructure improvements 

include the addition of station tracks and a third main line track, as follows:

• Station tracks: The station tracks improvements would consist of construction of new 

controlled track sidings that augment operational flexibility by creating a location off of the 

existing main line tracks that would allow passenger trains to stop for the boarding and 

alighting of passengers at station platforms, thereby reducing rail traffic congestion on the 

main line tracks. Station tracks would be approximately 1 mile or less in length and located at 

or near proposed station locations. The station tracks could include, but not be limited to, the 

following components and/or construction requirements:

o Components and/or construction requirements of the station tracks may include grading 

for the additional track, turnout construction pads, and signal berms. 

o Drainage improvements may include culvert extensions and new standalone bridge 

structures or modifications to existing bridges. 

o Other structural components of station tracks would include roadway overpass 

modifications or reconstruction, as well as pier protection for existing structures. 

o Retaining walls may be required at certain locations to contain the improvements within 

the UP ROW. 

o Existing at-grade crossings would require modification to allow for the placement of an 

additional crossing surface for the new tracks and relocation or replacement of automatic 

warning devices. 

o Track construction would consist of UP-standard track sections, with track centers of 

20 feet or more, using new continuously welded rail. Signal and communication 

infrastructure would be upgraded and augmented, as required.
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• Third main track: A third main line track would augment the existing two main tracks along 

the Eastern Section of the Program Corridor to Coachella. The third main line track would be 

constructed primarily within the existing UP ROW; however, possible slopes could extend

outside the existing UP ROW in certain locations. Many of the features described above for 

the station track scenario would also be constructed under this scenario, but the construction 

activities would not be restricted to railroad segments near the proposed stations. To 

facilitate operation, additional universal crossovers would be constructed, and existing 

crossover locations may be relocated due to topographic constraints. The third main line 

track scenario is consistent with the infrastructure improvements proposed through the rail 

operations modeling work to achieve 90 percent on-time performance of passenger rail 

service without adding delay to freight rail service in the Eastern Section of the Program 

Corridor.

ES.1.4.3 Build Alternative Option 2 (Indio Terminus)

Build Alternative Option 2 includes a total Program Corridor distance of 140.25 miles and consists of 

a Western Section, terminating at LAUS, and an Eastern Section, terminating at the City of Indio, the 

details of which are as follows:

Western Section. The Western Section under Build Alternative Option 2 would be the same as that 

described above under Build Alternative Option 1.

Eastern Section. Build Alternative Option 2 would require potential new rail infrastructure 

improvements on the Eastern Section of the Program Corridor and could include sidings, additional 

main line track, wayside signals, drainage, grade-separation structures, and station facilities to 

accommodate the proposed passenger rail service. Potential rail infrastructure improvements and 

station facilities under Build Alternative Option 2 could include:

• Up to four new stations;

• A third main line track to augment the existing two track main line along the Eastern Section 

of the Program Corridor to Indio; 

• Various crossovers connecting the existing main line tracks to the new third main line track;

• A new second Mt. Vernon connector track in Colton;

• A new siding at Loma Linda to allow passenger trains to meet, reducing delay; 

• A new railroad bridge across the Santa Ana River; and

• Additional infrastructure components throughout the Program Corridor including, but not 

limited to, wayside signals, drainage structures, and grade-separation structures. 
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Under Build Alternative Option 2, passenger rail services within the Eastern Section of the Program 

Corridor would use the existing station in the City of Palm Springs. Additionally, up to four new 

potential stations could be constructed in the following areas: 1) Loma Linda/Redlands Area (serving 

the Cities of Loma Linda and Redlands), 2) the Pass Area (serving the communities of Beaumont, 

Banning, and Cabazon), 3) the Mid-Valley Area (serving the communities of Cathedral City, 

Thousand Palms, the Agua Caliente Casino area, Rancho Mirage, and Palm Desert), and 4) the City 

of Indio as the eastern terminus of the Program Corridor. 

As shown on Figure ES-3, the Tier 1/Program EIS/EIR Study Area for the Eastern Section of the 

Program Corridor identifies station catchment areas where future station facilities could be 

constructed in addition to other rail infrastructure improvements along the existing rail ROW. The 

Tier 1/Program EIS/EIR service-level evaluation does not clear these potential future station facilities 

or rail infrastructure improvements for construction. Completion of Tier 2/Project-level environmental 

review would be required prior to implementation of site-specific infrastructure improvements, 

including station locations.

As part of Build Alternative Option 2, additional infrastructure improvements for the Eastern Section 

of the Program Corridor have been considered. These potential infrastructure improvements include 

the addition of station tracks and a third main line track. The addition of station tracks would be the 

same as described under Build Alternative Option 1; however, the third track under Build Alternative 

Option 2 would augment the existing two main tracks along the Eastern Section of the Program 

Corridor to the proposed Indio Station Area.

ES.1.4.4 Build Alternative Option 3 (Indio Terminus with Limited Third 

Track)

Build Alternative Option 3 includes a total Program Corridor distance of 140.25 miles and consists of 

a Western Section, terminating at LAUS, and an Eastern Section, terminating at the City of Indio, the 

details of which are as follows:

Western Section. The Western Section under Build Alternative Option 3 would be the same as that 

described above under Build Alternative Options 1 and 2.

Eastern Section. The Eastern Section under Build Alternative Option 3 would be the same as that 

described above under Build Alternative Option 2, except for the following differences:

As part of Build Alternative Option 3, additional infrastructure improvements for the Eastern Section 

of the Program Corridor have been considered. These potential infrastructure improvements include 

the addition of station tracks and a third main line track. The addition of station tracks would be the 

same as described under Build Alternative Options 1 and 2; however, the addition of the third main 
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track would be limited under Build Alternative Option 3 when compared with Build Alternative 

Options 1 and 2. The limited third track under Build Alternative Option 3 would augment the existing 

two main tracks along the Eastern Section of the Program Corridor to the proposed Mid-Valley 

Station Area.

ES.1.4.5 Recommended Preferred Alternative 

The No Build Alternative does not meet the Program Purpose and Need and would not shift highway 

trips within the Program Corridor, reduce congestion, increase access to employment and activity 

centers, or provide reliable travel times and a level of safety comparable to that offered by 

passenger rail travel. The No Build Alternative would not connect the suburban and rural areas 

between Los Angeles and the Coachella Valley with a high-capacity travel option, facilitate continued 

development of a multimodal transportation network, or provide mobility choices for existing and 

future needs.

Considering the projected ridership, agency and public input, and potential environmental impacts 

associated with implementing passenger rail within the Program Corridor, Build Alternative Option 

1 is considered to be better performing than Build Alternative Option 2 or 3, with similar potential 

impacts on the environment. Based on the analysis contained in this Tier 1/Program EIS/EIR 

service-level evaluation and as summarized in Chapter 7, Evaluation of Alternatives, Build 

Alternative Option 1 is identified as the recommended preferred alternative for purposes of NEPA 

and CEQA.

ES.1.5 Summary of Effects

This section summarizes the potential effects of implementation of the Build Alternative Options

based on the analysis of the social, economic, and environmental resources documented in Chapter 

3, Environmental Analysis, Consequences, and Mitigation. The No Build Alternative is carried 

forward as a baseline against which the Build Alternative Options are compared. The potential 

effects, and differences in effects among Build Alternative Options, are described in each resource 

section and summarized in Table ES-1, respectively. Station locations have not yet been selected, 

but general considerations regarding station effects are discussed.

The potential for effects and comparison of effects among Build Alternative Options are based on an 

initial survey of resources within Tier 1/Program EIS/EIR Study Area for each Build Alternative 

Option. 
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Table ES-1.Summary of Resource Effects by Build Alternative Option

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Land Use and Planning Land Use Compatibility

Under the No Build Alternative, passenger rail 

service between Coachella and Los Angeles 

would not be established, and land would not 

be allocated for rail infrastructure or station 

facilities. Although this may prevent potential 

displacements of existing and planned land 

uses, it would increase the likelihood for 

displacing land uses adjacent to existing 

highways, such as I-10, SR 60, and SR 111, 

which would likely need to be widened to 

accommodate the projected demands for 

capacity as population in the region 

increases. In addition, the No Build 

Alternative would be inconsistent with federal, 

state, and regional plans and policies that 

promote expansion of existing transportation 

options, as well as multimodal connectivity 

throughout the region.

Agricultural Resources

No effects on agricultural resources are 

anticipated under the No Build Alternative. 

Land Use Compatibility

Construction: Negligible effects within Western Section as 

no construction activities required. Potentially moderate 

effects could occur within the Eastern Section due to 

temporary construction effects and permanent ROW 

acquisitions beyond the extent of the existing railroad 

ROW.

Operation: Negligible effects within Western Section as no 

additional stations or rail infrastructure are required or land 

use changes anticipated. Potentially moderate effects 

could occur within the Eastern Section due to the land use 

changes associated with the addition of new stations and 

track infrastructure. 

Agricultural Resources

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects could 

occur within the Eastern Section associated with 

conversion of designated agricultural land to 

non-agricultural use.

• Prime farmland: 560.40 acres

• Unique farmland: 96.70 acres

• Farmland of statewide importance: 22.60 acres

• Farmland of local importance: 2,623.90 acres

• Grazing land: 1,923.20 acres

• Agricultural preserve: 760.82 acres

Operation: Negligible effects in Western Section and 

Eastern Section once construction activities are completed.

Land Use Compatibility

Construction: Negligible effects within Western Section as 

no construction activities required. Potentially moderate 

effects could occur within the Eastern Section due to 

temporary construction effects and permanent ROW 

acquisitions beyond the extent of the existing railroad 

ROW. 

Operation: Negligible effects within Western Section as no 

additional stations or rail infrastructure are required or land 

use changes anticipated. Potentially moderate effects 

could occur within the Eastern Section due to the land use 

changes associated with the addition of new stations and 

track infrastructure. 

Agricultural Resources

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects could 

occur within the Eastern Section associated with 

conversion of designated agricultural land to 

non-agricultural use. 

• Prime farmland: 362.50 acres

• Unique farmland: 96.70 acres

• Farmland of statewide importance: 22.60 acres

• Farmland of local importance: 2,549.90 acres

• Grazing land: 1,923.20 acres

• Agricultural preserve: 760.82 acres

Operation: Negligible effects in Western Section and 

Eastern Section once construction activities are completed.

Land Use Compatibility

Construction: Negligible effects within Western Section as 

no construction activities required. Potentially moderate 

effects could occur within the Eastern Section due to 

temporary construction effects and permanent ROW 

acquisitions beyond the extent of the existing railroad 

ROW. 

Operation: Negligible effects within Western Section as no 

additional stations or rail infrastructure are required or land 

use changes anticipated. Potentially moderate effects 

could occur within the Eastern Section due to the land use 

changes associated with the addition of new stations and 

track infrastructure. 

Agricultural Resources

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects could 

occur within the Eastern Section associated with 

conversion of designated agricultural land to 

non-agricultural use. 

• Prime farmland: 362.50 acres

• Unique farmland: 96.70 acres

• Farmland of statewide importance: 22.60 acres

• Farmland of local importance: 2,549.90 acres

• Grazing land: 1,923.20 acres

• Agricultural preserve: 760.82 acres

Operation: Negligible effects in Western Section and 

Eastern Section once construction activities are completed.
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Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Transportation Under the No Build Alternative, longer travel 

times and increased VMT would be 

anticipated as regional growth within the 

Program Corridor continues and roadway 

congestion increases. Therefore, the No Build 

Alternative could result in air quality effects 

and potential additional noise effects on the 

surrounding land uses, which could affect 

sensitive receptors adjacent to existing 

transportation corridors.

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate to substantial 

effects in Eastern Section associated with rail operations, 

railroad/roadway crossings, and traffic due to potential 

temporary closure of lanes, sidewalks, bicycle lanes and 

routes, driveways, streets, and freeway lanes.

Operation: Build Alternative Option 1 is anticipated to shift 

auto trips to intercity rail passenger trips, thereby reducing 

vehicle trips and VMT on the regional highways.

Annual Auto Trips and VMT Reduction by Horizon Year:

Opening Year (2024) auto trip reduction: 107,344 trips

Opening Year (2024) VMT reduction: 10,498,246 miles

Future Year (2044) auto trip reduction: 178,045 trips

Future Year (2044) VMT reduction: 17,412,809 miles

Ridership: Expected to increase by 66 percent from 

204,107 one-way trips in Opening Year (2024) to 338,540 

one-way trips in Future Year (2044).

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate to substantial 

effects in Eastern Section associated with rail operations, 

railroad/roadway crossings, and traffic due to potential 

temporary closure of lanes, sidewalks, bicycle lanes and 

routes, driveways, streets, and freeway lanes.

Operation: Build Alternative Option 2 is anticipated to shift 

auto trips to intercity rail passenger trips, thereby reducing 

vehicle trips and VMT on the regional highways.

Annual Auto Trips and VMT Reduction by Horizon Year:

Opening Year (2024) auto trip reduction: 99,026 trips

Opening Year (2024) VMT reduction: 9,682,718 miles

Future Year (2044) auto trip reduction: 164,248 trips

Future Year (2044) VMT reduction: 16,060,152 miles

Ridership: Expected to increase by 66 percent from 

188,290 one-way trips in Opening Year (2024) to 312,306 

one-way trips in Future Year (2044).

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate to substantial 

effects in Eastern Section associated with rail operations, 

railroad/roadway crossings, and traffic due to potential 

temporary closure of lanes, sidewalks, bicycle lanes and 

routes, driveways, streets, and freeway lanes.

Operation: Build Alternative Option 3 is anticipated to shift 

auto trips to intercity rail passenger trips, thereby reducing 

vehicle trips and VMT on the regional highways.

Annual Auto Trips and VMT Reduction by Horizon Year:

Opening Year (2024) auto trip reduction: 99,026 trips

Opening Year (2024) VMT reduction: 9,682,718 miles

Future Year (2044) auto trip reduction: 164,248 trips

Future Year (2044) VMT reduction: 16,060,152 miles

Ridership: Expected to increase by 66 percent from 

188,290 one-way trips in Opening Year (2024) to 312,306 

one-way trips in Future Year (2044).
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Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Visual Quality and Aesthetics Because no physical changes would occur, 

no effects on views of visual resources, visual 

character or quality, or light and glare 

conditions are anticipated under the No Build 

Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Negligible effects on visual 

quality and aesthetics within the Eastern Section as 

construction activities would not permanently obstruct 

views of the landscape, change the visual character, result 

in degradation of visual quality, or add significant new 

sources of light or glare.

Operation: Negligible effects in Western Section as trains 

would operate within existing ROW and the addition of two 

daily roundtrips would not result in notable changes to 

visual quality and aesthetics. Potentially moderate effects 

could occur in the Eastern Section if the improvements 

would remove structures, remove landscaping, or 

introduce visual elements that are out of scale or otherwise 

visually incompatible with the existing visual character, 

and/or add increased light levels or spillover lighting into 

adjacent areas.

Visual Resources:

Park/trail: 27

Designated scenic highway: 0

NRHP site: 7

NRHP district: 1

Construction: Negligible effects in Western Section as no 

construction activities required. Negligible effects on visual 

quality and aesthetics within the Eastern Section as 

construction activities would not permanently obstruct 

views of the landscape, change the visual character, result 

in degradation of visual quality, or add significant new 

sources of light or glare. 

Operation: Negligible effects in Western Section as trains 

would operate within existing ROW and the addition of two 

daily roundtrips would not result in notable changes to 

visual quality and aesthetics. Potentially moderate effects 

could occur in the Eastern Section if the improvements 

would remove structures, remove landscaping, or 

introduce visual elements that are out of scale or otherwise 

visually incompatible with the existing visual character, 

and/or add increased light levels or spillover lighting into 

adjacent areas. 

Visual Resources:

Park/trail: 25

Designated scenic highway: 0

NRHP site: 7

NRHP district: 1

Construction: Negligible effects in Western Section as no 

construction activities required. Negligible effects on visual 

quality and aesthetics within the Eastern Section as 

construction activities would not permanently obstruct 

views of the landscape, change the visual character, result 

in degradation of visual quality, or add significant new 

sources of light or glare. 

Operation: Negligible effects in Western Section as trains 

would operate within existing ROW and the addition of two 

daily roundtrips would not result in notable changes to 

visual quality and aesthetics. Potentially moderate effects 

could occur in the Eastern Section if the improvements 

would remove structures, remove landscaping, or 

introduce visual elements that are out of scale or otherwise 

visually incompatible with the existing visual character, 

and/or add increased light levels or spillover lighting into 

adjacent areas. 

Visual Resources:

Park/trail: 25

Designated scenic highway: 0

NRHP site: 7

NRHP district: 1
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-20

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Air Quality and Greenhouse 

Gases

Projected future growth in the Program 

Corridor would result in a corresponding 

increase in traffic and VMT as more cars 

would be on the roadways. Therefore, traffic 

congestion is likely to worsen with the No 

Build Alternative, resulting in air quality 

effects. Similarly, with the continued trend in 

increases of VMT within the Program 

Corridor, fossil fuel consumption and 

associated GHG emissions would likely 

increase under the No Build Alternative. 

Similarly, while no Program-related 

construction or increase in service would 

occur, freight and intercity rails trips from 

other planned and future projects would result 

in air quality effects within the Program 

Corridor under the No Build Alternative.

Construction: Negligible air quality and GHG effects in the 

Western Section as no construction activities are 

proposed. Substantial air quality effects in the Eastern 

Section could occur due to construction air quality 

emissions exceeding localized air quality standards. 

Operation: Localized air quality effects could be 

substantial; however, operation of the Program would 

generally result in long-term net benefits to air quality 

through reduction of criteria pollutants through a decrease 

in regional VMT. Substantial GHG benefits are anticipated 

as operation would reduce regional vehicle trips and VMT,

resulting in a reduction of GHG emissions. 

Construction: Negligible air quality and GHG effects in the 

Western Section as no construction activities are 

proposed. Substantial air quality effects in the Eastern 

Section could occur due to construction air quality 

emissions exceeding localized air quality standards. 

Operation: Localized air quality effects could be 

substantial; however, operation of the Program would 

generally result in long-term net benefits to air quality 

through reduction of criteria pollutants through a decrease 

in regional VMT. Substantial GHG benefits are anticipated 

as operation would reduce regional vehicle trips and VMT,

resulting in a reduction of GHG emissions. 

Construction: Negligible air quality and GHG effects in the 

Western Section as no construction activities are 

proposed. Substantial air quality effects in the Eastern 

Section could occur due to construction air quality 

emissions exceeding localized air quality standards. 

Operation: Localized air quality effects could be 

substantial; however, operation of the Program would 

generally result in long-term net benefits to air quality 

through reduction of criteria pollutants through a decrease 

in regional VMT. Substantial GHG benefits are anticipated 

as operation would reduce regional vehicle trips and VMT,

resulting in a reduction of GHG emissions. 

Noise and Vibration No Program-related construction or increase 

in service would occur; however, freight and 

intercity train trips would increase in 

frequency due to regional growth and 

demand from other projects. Under the No 

Build Alternative, ambient noise and vibration 

levels from existing train operations and local 

traffic would continue. While no 

Program-related construction or increase in 

service would occur, rail noise is anticipated 

to increase within the Program Corridor.

Construction: Negligible noise and vibration effects in the 

Western Section as no construction activities are 

proposed. Substantial noise effects and moderate vibration 

effects in the Eastern Section due to construction noise 

and vibration levels exceeding FTA or local standards at 

sensitive receptors. 

Operation: Negligible noise and vibration effects 

associated with continued operation of trains and stations 

within Western Section. Moderate noise effects within the 

Eastern Section due to addition of new station locations 

and new rail infrastructure, which could have an effect on 

adjacent noise sensitive uses. Negligible vibration effects 

within the Eastern Section. 

Construction: Negligible noise and vibration effects in the 

Western Section as no construction activities are 

proposed. Substantial noise effects and moderate vibration 

effects in the Eastern Section due to construction noise 

and vibration levels exceeding FTA or local standards at 

sensitive receptors. 

Operation: Negligible noise and vibration effects 

associated with continued operation of trains and stations 

within Western Section. Moderate noise effects within the 

Eastern Section due to addition of new station locations 

and new rail infrastructure, which could have an effect on 

adjacent noise sensitive uses. Negligible vibration effects 

within the Eastern Section. 

Construction: Negligible noise and vibration effects in the 

Western Section as no construction activities are 

proposed. Substantial noise effects and moderate vibration 

effects in the Eastern Section due to construction noise 

and vibration levels exceeding FTA or local standards at 

sensitive receptors.

Operation: Negligible noise and vibration effects 

associated with continued operation of trains and stations 

within Western Section. Moderate noise effects within the 

Eastern Section due to addition of new station locations 

and new rail infrastructure, which could have an effect on 

adjacent noise sensitive uses. Negligible vibration effects 

within the Eastern Section. 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-21

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Jurisdictional Waters and 

Wetland Resources

No effects on jurisdictional waters and 

wetland resources are anticipated under the 

No Build Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to temporary 

construction activities in proximity to jurisdictional waters 

and wetlands.

Operation: Negligible effects in Western Section 

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance of culverts, 

bridges, embankments, and station areas.

Waterbodies: 38 waterbodies

Wetlands: 355 wetlands (731 acres)

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to temporary 

construction activities in proximity to jurisdictional waters 

and wetlands. 

Operation: Negligible effects in Western Section 

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance of culverts, 

bridges, embankments, and station areas. 

Waterbodies: 38 waterbodies

Wetlands: 353 wetlands (729.78 acres)

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to temporary 

construction activities in proximity to jurisdictional waters 

and wetlands. 

Operation: Negligible effects in Western Section

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance of culverts, 

bridges, embankments, and station areas. 

Waterbodies: 38 waterbodies

Wetlands: 353 wetlands (729.78 acres)

Biological Resources No effects on biological resources are 

anticipated under the No Build Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial construction 

effects within the Eastern Section due to the numerous 

biological resources within the Program’s potential 

construction footprint.

Operation: Negligible effects in Western Section 

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance activities 

(e.g., application of pesticides and herbicides, addition of 

light sources that could disrupt wildlife habitat/movement 

and increased human activity).

Sensitive Vegetation Communities: 5 sensitive 

communities with potential to occur

Special-Status Plant Species: 22 species with potential to 

occur

Special-Status Wildlife Species: 66 species with potential 

to occur

Wildlife Movement Corridors: 1 (San Bernardino-San 

Jacinto Connection)

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial construction 

effects within the Eastern Section due to the numerous 

biological resources within the Program’s potential 

construction footprint. 

Operation: Negligible effects in Western Section 

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance activities 

(e.g., application of pesticides and herbicides, addition of 

light sources that could disrupt wildlife habitat/movement 

and increased human activity). 

Sensitive Natural Communities: 5 sensitive communities 

with potential to occur

Special-Status Plant Species: 22 species with potential to 

occur

Special-Status Wildlife Species: 66 species with potential 

to occur

Wildlife Movement Corridors: 1 (San Bernardino-San 

Jacinto Connection)

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial construction 

effects within the Eastern Section due to the numerous 

biological resources within the Program’s potential 

construction footprint. 

Operation: Negligible effects in Western Section 

associated with continued operation of trains and stations 

within existing ROW. Potentially moderate effects in the 

Eastern Section associated with maintenance activities 

(e.g., application of pesticides and herbicides, addition of 

light sources that could disrupt wildlife habitat/movement 

and increased human activity). 

Sensitive Natural Communities: 5 sensitive communities 

with potential to occur

Special-Status Plant Species: 22 species with potential to 

occur

Special-Status Wildlife Species: 66 species with potential 

to occur

Wildlife Movement Corridors: 1 (San Bernardino-San 

Jacinto Connection)
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-22

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Floodplains, Hydrology, and 

Water Quality

No effects on floodplains, hydrology, or water 

quality are anticipated under the No Build 

Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects within the Eastern Section on floodplains, 

hydrology, and water quality would occur as a result of 

construction activities in proximity to these water 

resources.

Operation: Negligible effects in both the Western and 

Eastern Sections due to compliance with legislation 

governing impacts on water resources.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects within the Eastern Section on floodplains, 

hydrology, and water quality would occur as a result of 

construction activities in proximity to these water 

resources.

Operation: Negligible effects in both the Western and 

Eastern Sections due to compliance with legislation 

governing impacts on water resources.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects within the Eastern Section on floodplains, 

hydrology, and water quality would occur as a result of 

construction activities in proximity to these water 

resources.

Operation: Negligible effects in both the Western and 

Eastern Sections due to compliance with legislation 

governing impacts on water resources.

Geology, Soils, Seismicity, and 

Paleontological Resources

Because no physical changes associated with 

the Program would occur, no effects on 

geology, soils, seismicity, and paleontological 

and mineral resources are anticipated under 

the No Build Alternative. However, due to the 

seismic nature of Southern California, 

geologic hazards such as seismically induced 

fault rupture, ground shaking, landslides, and 

liquefaction may still occur under the No Build 

Alternative.

Seismic and Geologic Hazards

Construction. Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

within seismic zones and areas geologically ill-suited (e.g.,

prone to landslides, underlain by expansive soils, etc.,) to 

railroad infrastructure.

Operation. Negligible effects in Western Section as no 

additional infrastructure proposed. Potentially moderate 

effects in the Eastern Section due to the proposed route 

alternative traversing a seismically active region.

Paleontological Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section due to excavation within paleontologically 

sensitive areas.

Operation. Negligible effects as operation in the Western 

and Eastern Sections would not involve sub-surface 

excavations.

Mineral Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as land designated for mineral resource 

extraction could be converted to transportation use.

Operation. Negligible effects in the Western and Eastern 

Sections as operation would not involve sub-surface 

excavations.

Seismic and Geologic Hazards

Construction. Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

within seismic zones and areas geologically ill-suited (e.g.,

prone to landslides, underlain by expansive soils, etc.,) to 

railroad infrastructure. 

Operation. Negligible effects in Western Section as no 

additional infrastructure proposed. Potentially moderate 

effects in the Eastern Section due to the proposed route 

alternative traversing a seismically active region. 

Paleontological Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section due to excavation within paleontologically 

sensitive areas. 

Operation. Negligible effects as operation in the Western 

and Eastern Sections would not involve sub-surface 

excavations.

Mineral Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as land designated for mineral resource 

extraction could be converted to transportation use. 

Operation. Negligible effects in the Western and Eastern 

Sections as operation would not involve sub-surface 

excavations.

Seismic and Geologic Hazards

Construction. Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

within seismic zones and areas geologically ill-suited (e.g.,

prone to landslides, underlain by expansive soils, etc.,) to 

railroad infrastructure. 

Operation. Negligible effects in Western Section as no 

additional infrastructure proposed. Potentially moderate 

effects in the Eastern Section due to the proposed route 

alternative traversing a seismically active region.

Paleontological Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section due to excavation within paleontologically 

sensitive areas. 

Operation. Negligible effects as operation in the Western 

and Eastern Sections would not involve sub-surface 

excavations.

Mineral Resources

Construction. Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as land designated for mineral resource 

extraction could be converted to transportation use. 

Operation. Negligible effects in the Western and Eastern 

Sections as operation would not involve sub-surface 

excavations.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-23

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Hazards and Hazardous 

Materials

Because no physical changes would occur, 

no effects on hazards or hazardous materials 

are anticipated under the No Build 

Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

located in proximity to hazardous materials sites, fire 

hazard severity zones, and airport influence areas.

Operation: Negligible effects in both the Western and 

Eastern Sections as any operational use/transport of 

hazardous materials would be in compliance with state and 

federal law.

Number of Hazardous Materials Regulatory Database 

Listings: 2,282

Fire Hazard Severity Zones: 4,048.7 acres

Airports/Airport Influence Areas: 8

Schools within 0.25 mile: 26

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

located in proximity to hazardous materials sites, fire 

hazard severity zones, and airport influence areas.

Operation: Negligible effects in both the Western and 

Eastern Sections as any operational use/transport of 

hazardous materials would be in compliance with state and 

federal law.

Number of Hazardous Materials Regulatory Database 

Listings: 2,203

Fire Hazard Severity Zones: 4,048.7 acres

Airports/Airport Influence Areas: 7

Schools within 0.25 mile: 23

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to construction in areas 

located in proximity to hazardous materials sites, fire 

hazard severity zones, and airport influence areas.

Operation: Negligible effects in both the Western and 

Eastern Sections as any operational use/transport of 

hazardous materials would be in compliance with state and 

federal law.

Number of Hazardous Materials Regulatory Database 

Listings: 2,203

Fire Hazard Severity Zones: 4,048.7 acres

Airports/Airport Influence Areas: 7

Schools within 0.25 mile: 23

Public Utilities and Energy Because no physical changes would occur, 

no effects on public utilities or solid waste 

facilities are anticipated under the No Build 

Alternative.

However, projected future growth in the 

Program Corridor would result in a 

corresponding increase in traffic and VMT as 

more cars would be on the roadways. 

Therefore, traffic congestion is likely to 

worsen with the No Build Alternative, resulting 

in air quality effects. Similarly, with the 

continued trend in increases of VMT within 

the Program Corridor, energy consumption 

would likely increase under the No Build 

Alternative.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to conflicts with existing 

utility infrastructure during construction. Potentially 

moderate effects pertaining to water and energy use during 

construction in the Eastern Section as construction of the 

Program would require consumption of available 

resources; however, existing supplies would be sufficient.

Operation: Negligible effects in Western Section as 

existing tracks would be utilized and maintenance 

conducted within the existing ROW. Potentially moderate 

effects in the Eastern Section due to increased demand for 

water, energy, wastewater treatment, and solid waste 

disposal. 

Electric transmission lines: 180

Natural gas pipelines: 6

Oil/petroleum product pipelines: 7

Canals/aqueducts: 1

Landfills in proximity: 27

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to conflicts with existing 

utility infrastructure during construction. Potentially 

moderate effects pertaining to water and energy use during 

construction in the Eastern Section as construction of the 

Program would require consumption of available 

resources; however, existing supplies would be sufficient.

Operation: Negligible effects in Western Section as 

existing tracks would be utilized and maintenance 

conducted within the existing ROW. Potentially moderate 

effects in the Eastern Section due to increased demand for 

water, energy, wastewater treatment, and solid waste 

disposal. 

Electric transmission lines: 174

Natural gas pipelines: 6

Oil/petroleum product pipelines: 7

Canals/aqueducts: 1

Landfills in proximity: 27

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section due to conflicts with existing 

utility infrastructure during construction. Potentially 

moderate effects pertaining to water and energy use during 

construction in the Eastern Section as construction of the 

Program would require consumption of available 

resources; however, existing supplies would be sufficient.

Operation: Negligible effects in Western Section as 

existing tracks would be utilized and maintenance 

conducted within the existing ROW. Potentially moderate

effects in the Eastern Section due to increased demand for 

water, energy, wastewater treatment, and solid waste 

disposal. 

Electric transmission lines: 174

Natural gas pipelines: 6

Oil/petroleum product pipelines: 7

Canals/aqueducts: 1

Landfills in proximity: 27
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-24

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Cultural Resources Because no physical changes would occur, 

no effects on cultural resources are 

anticipated under the No Build Alternative. 

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as construction activities could result in 

damage and disturbance of cultural resources, including 

previously unknown buried cultural resources and/or 

human remains.

Operation: Negligible effects in both the Western and 

Eastern Sections as operational activities would be 

predominantly located in the railroad ROW with low 

probability of damaging cultural resources and/or human 

remains.

Number of Known Cultural Resources: 384 

(117 archaeological sites and 267 built environment 

resources). Of these 384 known cultural resources, 1 

resource is a listed NRHP property, 41 resources are 

potentially eligible for NRHP or CRHR listing, and 188 

resources have not been evaluated for NRHP or CRHR 

eligibility.

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as construction activities could result in 

damage and disturbance of cultural resources, including 

previously unknown buried cultural resources and/or 

human remains. 

Operation: Negligible effects in both the Western and 

Eastern Sections as operational activities would be 

predominantly located in the railroad ROW with low 

probability of damaging cultural resources and/or human 

remains.

Number of Known Cultural Resources: 361 

(112 archaeological sites and 249 built environment 

resources). Of these 361 known cultural resources, 1 

resource is a listed NRHP property, 36 resources are 

potentially eligible for NRHP or CRHR listing, and 171 

resources have not been evaluated for NRHP or CRHR 

eligibility.

Construction: Negligible effects in Western Section as no 

construction activities required. Substantial effects in the 

Eastern Section as construction activities could result in 

damage and disturbance of cultural resources, including 

previously unknown buried cultural resources and/or 

human remains. 

Operation: Negligible effects in both the Western and 

Eastern Sections as operational activities would be 

predominantly located in the railroad ROW with low 

probability of damaging cultural resources and/or human 

remains.

Number of Known Cultural Resources: 361 

(112 archaeological sites and 249 built environment 

resources). Of these 361 known cultural resources, 1 

resource is a listed NRHP property, 36 resources are 

potentially eligible for NRHP or CRHR listing, and 171 

resources have not been evaluated for NRHP or CRHR 

eligibility.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-25

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Parklands and Community 

Services

Because no physical changes would occur, 

no effects on parklands or community 

services are anticipated under the No Build 

Alternative. 

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate effects in 

Eastern Section could result on existing parklands and 

community facilities if the resources are near where an 

infrastructure improvement or station is being constructed 

and/or if parklands would be acquired and demolished to 

construct the proposed improvements.

Operation: Negligible effects in Western Section as

operation would occur within an existing railroad ROW.

Potentially moderate effects in the Eastern Section as new 

station areas could encourage transit-oriented 

development and associated increases in population and, 

in turn, increases in the use of existing parks and 

community facilities; however, operation of the new 

railroad infrastructure and stations would not be anticipated 

to require new or physically altered parklands and 

community facilities.

Park/trail: 27

Place of worship: 90

Educational facility: 27

Healthcare facility: 8

Fire protection facility: 9

Law enforcement facility: 6

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate effects in 

Eastern Section could result on existing parklands and 

community facilities if the resources are near where an 

infrastructure improvement or station is being constructed 

and/or if parklands would be acquired and demolished to 

construct the proposed improvements.

Operation: Negligible effects in Western Section as

operation would occur within an existing railroad ROW.

Potentially moderate effects in the Eastern Section as new 

station areas could encourage transit-oriented 

development and associated increases in population and, 

in turn, increases in the use of existing parks and 

community facilities; however, operation of the new 

railroad infrastructure and stations would not be anticipated 

to require new or physically altered parklands and 

community facilities.

Park/trail: 25

Place of worship: 85

Educational facility: 23

Healthcare facility: 6

Fire protection facility: 9

Law enforcement facility: 6

Construction: Negligible effects in Western Section as no 

construction activities required. Moderate effects in 

Eastern Section could result on existing parklands and 

community facilities if the resources are near where an 

infrastructure improvement or station is being constructed 

and/or if parklands would be acquired and demolished to 

construct the proposed improvements.

Operation: Negligible effects in Western Section as

operation would occur within an existing railroad ROW.

Potentially moderate effects in the Eastern Section as new 

station areas could encourage transit-oriented 

development and associated increases in population and, 

in turn, increases in the use of existing parks and 

community facilities; however, operation of the new 

railroad infrastructure and stations would not be anticipated 

to require new or physically altered parklands and 

community facilities.

Park/trail: 25

Place of worship: 85

Educational facility: 23

Healthcare facility: 6

Fire protection facility: 9

Law enforcement facility: 6
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-26

Environmental Topic No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Safety and Security Because no physical changes would occur, 

no effects on safety and security are 

anticipated under the No Build Alternative. 

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate in the 

Eastern Section effects associated with construction as

temporary closure of lanes, sidewalks, bicycle lanes and 

routes, driveways, streets, and freeway lanes could result 

in safety hazards during construction.

Operation: Negligible effects in the Western Section as the 

addition of two daily round trips would not change the 

existing safety and security protocols for passengers, 

transit employees, and the public in or near the existing 

passenger rail system or station facilities. Potentially 

moderate effects in the Eastern Section due to 

implementation of new infrastructure requiring new rail 

safety equipment and protocols.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section associated with construction 

as temporary closure of lanes, sidewalks, bicycle lanes 

and routes, driveways, streets, and freeway lanes could 

result in safety hazards during construction. 

Operation: Negligible effects in the Western Section as the 

addition of two daily round trips would not change the 

existing safety and security protocols for passengers, 

transit employees, and the public in or near the existing 

passenger rail system or station facilities. Potentially 

moderate effects in the Eastern Section due to 

implementation of new infrastructure requiring new rail 

safety equipment and protocols.

Construction: Negligible effects in Western Section as no 

construction activities required. Potentially moderate 

effects in the Eastern Section associated with construction 

as temporary closure of lanes, sidewalks, bicycle lanes 

and routes, driveways, streets, and freeway lanes could 

result in safety hazards during construction. 

Operation: Negligible effects in the Western Section as the 

addition of two daily round trips would not change the 

existing safety and security protocols for passengers, 

transit employees, and the public in or near the existing 

passenger rail system or station facilities. Potentially 

moderate effects in the Eastern Section due to 

implementation of new infrastructure requiring new rail 

safety equipment and protocols.

Notes:

CRHR=California Register of Historical Resources; FTA=Federal Transit Administration; GHG=greenhouse gas; I=Interstate; NRHP=National Register of Historic Places; ROW=right-of-way; SR=State Route; VMT=vehicle miles traveled
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-27

ES.1.6 Avoidance, Minimization, and Mitigation Strategies

The avoidance, minimization, and mitigation strategies described in this Tier 1/Program-level 

EIS/EIR are not intended to be exhaustive for site-specific impacts. Each resource analysis in 

Chapter 3, Environmental Analysis, Consequences, and Mitigation, includes a list of avoidance, 

minimization, and mitigation strategies that would be considered and further developed at the Tier 

2/Project-level analysis. Strategies include conceptual avoidance and minimization measures for the 

next phase of design, suggestions for programmatic agreements, and descriptions of options for 

replacing or reestablishing the affected resources.

ES.1.7 Public Review of Tier 1/Program Draft EIS/EIR

This Draft Tier 1/Program EIS/EIR is being made available to the public for review and comment and 

distributed to agencies and stakeholders with jurisdiction, expertise, or interest in the issues involved 

in the Tier 1/Program Draft EIS/EIR document. 

ES.1.7.1 Document Availability 

In accordance with Governor Newsom’s Executive Order (EO) N-54-20 in effect during the 

COVID-19 public health emergency, the requirement to provide general public access to physical 

copies of CEQA notices and public review documents has been suspended until further notice. 

Instead, access to electronic versions of the CEQA notices and documents is required. The Draft 

Tier 1/Program EIS/EIR with technical appendices is available for review online on RCTC’s website 

(https://www.rctc.org/projects/coachella-valley-san-gorgonio-pass-corridor-rail-corridor-service-projec

t/) and FRA’s website

(https://railroads.dot.gov/environment/environmental-reviews/coachella-valley-san-gorgonio-pass-cor

ridor-investment-plan). 

Requests for hard copies of the Draft Tier 1/Program EIS/EIR with technical appendices may be 

sent to: 

Riverside County Transportation Commission

Sheldon Peterson, Rail Manager

P.O. Box 12008

Riverside, California 92502-2208

or via email to cvrail@rctc.org
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-28

Hard copies of the Draft Tier 1/Program EIS/EIR Executive Summary and CD copies of the entire 

Draft Tier 1/Program EIS/EIR with accompanying technical appendices will also be available for 

public view at the following locations (subject to library location hours and COVID-19 procedures):

Los Angeles Union Station/Metro 

Library and Archive

One Gateway Plaza

15th Floor

Los Angeles, California 90012 

(Hard copy of the Draft EIS/EIR 

and appendices available in 

English and hard copy of Executive 

Summary available in English and 

Spanish)

Fullerton Public Library

353 W Commonwealth Avenue

Fullerton, California 92832

(Hard copy of Executive Summary 

available in English and Spanish)

Arlington Library

9556 Magnolia Avenue

Riverside, California 92503

(Hard copy of Executive Summary 

available in English and Spanish)

Riverside County Transportation 

Commission

4080 Lemon Street

Riverside, California 92501 

(Hard copy of the Draft EIS/EIR 

and appendices available in 

English and hard copy of Executive 

Summary available in English and 

Spanish)

Colton Public Library

656 N 9th Street

Colton, California 92324

(Hard copy of Executive Summary 

available in English and Spanish)

Loma Linda Branch Library

25581 Barton Road

Loma Linda, California 92354

(Hard copy of Executive Summary 

available in English and Spanish)

A.K. Smiley Public Library

125 W. Vine Street

Redlands, California 92373

(Hard copy of Executive Summary 

available in English and Spanish)

Beaumont Library

125 E. Eighth Street

Beaumont, California 92223

(Hard copy of Executive Summary 

available in English and Spanish)

Banning Public Library

21 W. Nicolet Street

Banning, California 92220

(Hard copy of Executive Summary 

available in English and Spanish)

Palm Springs Public Library 

300 S. Sunrise Way

Palm Springs, California 92262

(Hard copy of Executive Summary 

available in English and Spanish)

Riverside County 

Indio Branch Library

200 Civic Center Mall

Indio, California 92201

(Hard copy of Executive Summary 

available in English and Spanish)

Riverside County 

Coachella Branch Library

1500 6th Street

Coachella, California 92236

(Hard copy of Executive Summary 

available in English and Spanish)
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-29

ES.1.7.2 Providing Comments on the Tier 1/Program Draft EIS/EIR

Public agencies and the public are invited to comment on the scope and content of the 

environmental information included in the Draft Tier 1/Program EIS/EIR. FRA, Caltrans, and RCTC 

will make the Draft Tier 1/Program EIS/EIR available for at least 45 days to allow for public 

review and comment. The comment period for the Draft Tier 1/Program EIS/EIR extends from 

May 21, 2021 to July 6, 2021.

Provide your written comments, including specific statutory responsibilities of your agency, as 

applicable. Written comments on the content of the Draft Tier 1/Program EIS/EIR should be 

submitted no later than July 6, 2021. The document can be viewed at the websites noted above and 

https://www.regulations.gov/docket/FRA-2021-0048. Comments can be shared directly with FRA by 

visiting the regulations.gov link (above) or by searching regulations.gov for Docket Number 

(FRA-2021-0048). All electronic comments should be submitted via regulations.gov. 

Written comments should be sent via United States (U.S.) mail to:

Federal Railroad Administration

Amanda Ciampolillo, Environmental Protection Specialist

1200 New Jersey Avenue SE

Washington, DC 20590

Comments should include “Coachella Valley – San Gorgonio Pass Rail Corridor Service 

Program – Draft Tier 1/Program EIS/EIR Comments” in the subject line and the name of a contact 

person in your organization, if applicable.

ES.1.7.3 Public Hearings 

The purpose of the public hearings is to explain the Program and the Draft Tier 1/Program EIS/EIR 

evaluation. FRA, Caltrans, and RCTC have scheduled two public hearings as an important 

component of the NEPA and CEQA process. The virtual public hearings for the Program are 

scheduled as follows: 

June 22, 2021, 06:00 p.m.

June 26, 2021, 09:00 a.m.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

Executive Summary

May 2021 | ES-30

Public hearing materials and information will be available prior to the public hearings on the RCTC 

website:

http://www.rctc.org/projects/coachella-valley-san-gorgonio-pass-corridor-rail-corridor-service-project/.

The format of the public hearing will consist of a Program overview. Following presentation of the 

Program, meeting attendees will be able to virtually participate and are encouraged to provide 

questions and comments on the Program. Comments on the Draft Tier 1/Program EIS/EIR from the 

public during the public hearing may be submitted virtually via court reporter. Spanish language 

translators will be present during the public hearings. People requesting Americans with Disabilities 

Act accommodations or additional translator services are encouraged to contact RCTC at (909) 

627-2974 at least 72 hours in advance of the meetings.