Combined Final Tier

1/Program EIS/EIR and

Record of Decision

Coachella Valley-San Gorgonio Pass Rail

Corridor Service Program 

June 2022
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Combined Final Tier 1/Program EIS/EIR and Record of Decision

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Combined Final Tier 1/Program EIS/EIR and Record of Decision

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Contents 

Part 1: Final Environmental Impact Statement/Environmental Impact Report.................................. 1-1

1.1 Introduction............................................................................................................................. 1-1

1.2 Tiered NEPA/CEQA Process ................................................................................................. 1-3

1.3 Key Concepts and Terminology ............................................................................................. 1-5

1.3.1 Program Corridor....................................................................................................... 1-5

1.3.2 Preferred Alternative ................................................................................................. 1-5

1.3.3 Environmentally Preferable/Superior Alternative ...................................................... 1-6

1.3.4 Selected Alternative .................................................................................................. 1-6

1.3.5 Tier 1/Program EIS/EIR Study Area.......................................................................... 1-6

1.3.6 Level of Detail............................................................................................................ 1-7

1.3.7 No Build Alternative................................................................................................... 1-7

1.3.8 Section 4(f) Evaluation .............................................................................................. 1-7

1.3.9 Mitigation Strategies.................................................................................................. 1-8

1.4 Combined Final Tier 1/Program EIS/EIR and ROD ............................................................. 1-15

1.5 Contents of Combined Final Tier 1/Program EIS/EIR and ROD.......................................... 1-15

1.6 Preferred Alternative ............................................................................................................ 1-16

1.7 Overview of Public and Agency Outreach and Coordination Since Release of Draft 

EIS/EIR................................................................................................................................. 1-17

1.7.1 Distribution of the Draft Tier 1/Program EIS/EIR .................................................... 1-17

1.7.2 Public Hearings ....................................................................................................... 1-18

1.7.3 Additional Public Outreach Activities....................................................................... 1-19

1.7.4 Comments and Responses on the Draft Tier 1/Program EIS/EIR.......................... 1-19

Part 2: Record of Decision...................................................................................................................... 2-1

2.1 Tier 1/Program EIS/EIR Process for the Program ................................................................. 2-2

2.2 Purpose and Need for the Program ....................................................................................... 2-3

2.3 Alternatives Considered in the Draft Tier 1/Program EIS/EIR ............................................... 2-4

2.4 Identification of the Selected Alternative................................................................................ 2-6

2.5 Environmentally Preferable Alternative................................................................................ 2-14

2.6 Preliminary Mitigation Assessment and Strategies.............................................................. 2-15

2.7 FRA Decision ....................................................................................................................... 2-18
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Figures 

Figure 1-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3) .................. 1-9

Figure 1-2. Eastern Section of the Program Corridor (Build Alternative Option 1).................................. 1-11

Figure 1-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3) ...................... 1-13

Tables

Table 1-1. Draft Tier 1/Program EIS/EIR Locations................................................................................. 1-18

Table 2-1. Tier 1/Program EIS/EIR Alternatives Evaluation Findings ....................................................... 2-7

Table 2-2. Summary of Potential Interagency Agreement Documents, Best Management 

Practices, Regulatory Coordination and Further Study Requirements and Strategies .............. 2-15
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Abbreviations/Acronyms 

BMP best management practice

Caltrans California Department of Transportation

CEQ Council on Environmental Quality

CEQA California Environmental Quality Act

CFR Code of Federal Regulations

CV Coachella Valley

EIR environmental impact report

EIS environmental impact statement

EPA Environmental Protection Agency

FRA Federal Railroad Administration

GHG greenhouse gas

LAUS Los Angeles Union Station

NEPA National Environmental Policy Act

NOI Notice of Intent

NOP Notice of Preparation 

Program Coachella Valley-San Gorgonio Pass Corridor Service Program
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

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COACHELLA VALLEY-SAN GORGONIO PASS RAIL CORRIDOR SERVICE PROGRAM

Combined Final Tier 1/Program Environmental Impact Statement/Environmental Impact 

Report and Record of Decision

Prepared by:

U.S. Department of Transportation - Federal Railroad Administration

California Department of Transportation Division of Rail and Mass Transportation

and the

Riverside County Transportation Commission

Pursuant to

National Environmental Policy Act (42 U.S.C. §4321 et seq.), and implementing regulations (40 CFR 

Parts 1500-1508), 64 FR 28545, 49 U.S.C. §303 (Section 4(f), formerly Department of 

Transportation Act of 1966, Section 4(f)); National Historic Preservation Act (54 U.S.C. §300101 et 

seq.); Clean Air Act as amended (42 U.S.C. §7401 et seq. and 40 CFR Parts 51 and 93); 

Endangered Species Act of 1973 (16 U.S.C. §§1531-1544); Clean Water Act (33 U.S.C. §§1251-

1387); California Environmental Quality Act (PRC 21000 et seq); and State of California CEQA 

Guidelines

Date of Approval Paul Nissenbaum

Associate Administrator, Office of Railroad Policy and Development

Federal Railroad Administration 

Date of Approval Kyle Gradinger 

Chief

California Department of Transportation Division of Rail and Mass Transportation

Date of Approval Anne Mayer

Executive Director

Riverside County Transportation Commission

RPD­220519­001

June 2, 2022
The following persons may be contacted for additional information concerning this document: 

Amanda Ciampolillo 

Supervisory Environmental Protection Specialist 

U.S. Department of Transportation 

Federal Railroad Administration 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

Phone: 617.866.9398

Email: amanda.ciampolillo@dot.gov

Andrew Cook

Office of Planning and Operations Chief

Caltrans Division of Rail and Mass Transportation

1120 N Street

Sacramento, CA 95814

Phone: 916.716.7325

Email: andrew.cook@dot.ca.gov

Sheldon Peterson

Rail Manager

Riverside County Transportation Commission

4080 Lemon Street

Riverside, CA 92501

Phone: 951.787.7928

Email: speterson@rctc.org

Abstract

This combined Tier 1/Program Final Environmental Impact Statement/Environmental Impact Report

(Tier 1/Program FEIS/EIR) and Record of Decision (ROD) evaluates the Coachella Valley-San 

Gorgonio Pass Rail Corridor Service Program. The Federal Railroad Administration (FRA), California 

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

County Transportation Commission (RCTC) considered comments received on the Tier 1/Program 

Draft Environmental Impact Statement/Environmental Impact Report (Tier 1/Program DEIS/EIR) and 

is providing responses to comments in Appendix D of the FEIS/EIR. FRA’s use of the combined Tier 

1/Program FEIS/ROD is consistent with 49 United States Code (U.S.C.) 304a.1 The primary purpose 

of the Tier 1/Program FEIS/EIR is to present responses from FRA, Caltrans, and RCTC to public 

and agency comments received on the Tier 1/Program DEIS/EIR for the Program, which was 

published in May 2021. This Tier 1/Program FEIS/EIR and ROD evaluates alternatives for improved 

passenger rail service between Los Angeles Union Station and the Coachella Valley. A No Build 

Alternative and three potential Build Alternative Options were evaluated. The Build Alternative

Options would provide improved passenger rail service to meet future intercity travel demand, 

improve rail facilities, and reduce journey times. FRA, Caltrans, and RCTC identified Build 

Alternative Option 1 as the Preferred Alternative in the DEIS/EIR. FRA identified Build Alternative 

Option 1 as Preferred Alternative in this FEIS/EIR and the Selected Alternative in the ROD. 

1 For FRA, the statutory authority for a combined FEIS/ROD originates with Section 1319 of the Moving 

Ahead for Progress in the 21st Century Act (MAP-21) (Public Law 112-141). On December 4, 2015, the 

Fixing America’s Surface Transportation Act (FAST Act) (Public Law 114-94) was signed into law. Its 

provisions became effective on October 1, 2015, after the DEIS for this Project was initiated. Section 

1304(j) repealed Section 1319 of MAP-21 but included a new provision providing FRA with similar 

authority. This authority was codified in 49 U.S.C. 304a.
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Part 1: Final Environmental Impact 

Statement/Environmental Impact Report

1.1 Introduction 

This combined Final Tier 1/Program Environmental Impact Statement/Environmental Impact Report 

and Record of Decision (ROD)2 (Final Tier 1/Program EIS/EIR and ROD) evaluates alternatives for 

improved passenger rail service within the 144-mile-long Coachella Valley-San Gorgonio Pass Rail 

Corridor (Program Corridor) between Los Angeles Union Station (LAUS) in Los Angeles County, 

California and the City of Coachella in Riverside County, California. The Program is considered the 

“proposed action” for purposes of the National Environmental Policy Act (NEPA) and the “proposed 

project” for purposes of the California Environmental Quality Act (CEQA). 

A No Build Alternative and three potential Build Alternative Options were evaluated in the Draft Tier 

1/Program EIS/EIR. The Build Alternative Options would provide improved passenger rail service to 

meet future intercity travel demand, improve rail facilities, reduce journey times, and improve 

connections with regional public transit services. As part of corridor planning, the first phase of the 

process is the development of a Corridor Investment Plan (CIP). The process of completing a CIP 

consists of conducting an environmental review in accordance with NEPA and CEQA, as 

documented in the Tier 1/Program EIS/EIR and developing a Service Development Plan (SDP). The 

SDP is a detailed definition of the service improvements and transportation network, and the 

operational and financial aspects for the alternative for passenger rail service that is selected 

through the NEPA and CEQA processes. 

The intent of the CIP is to provide sufficient information to support future decision-making at the 

Federal, State and/or local level regarding investments within the Program Corridor. FRA, Caltrans, 

and RCTC utilized a tiered environmental process for the Program, which is a phased approach to 

environmental review used in the development of complex projects (as provided in 40 Code of 

Federal Regulations [CFR] 1508.28 and 14 California Code of Regulations [CCR] 15152). The tiered 

NEPA/CEQA review and decision-making process allows for a broad-level programmatic decision 

2 For FRA, the statutory authority for a combined FEIS/ROD originates with Section 1319 of the Moving 

Ahead for Progress in the 21st Century Act (MAP-21) (Public Law 112-141). On December 4, 2015, the 

Fixing America’s Surface Transportation Act (FAST Act) (Public Law 114-94) was signed into law. Its 

provisions became effective on October 1, 2015, after the DEIS for this Program was initiated. Section 

1304(j) repealed Section 1319 of MAP-21 but included a new provision providing FRA with similar 

authority. This authority was codified in 49 U.S.C. 304a.
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with a first-tier EIS and a programmatic EIR, followed by more specific analyses and decisions 

through one or more second-tier NEPA/CEQA evaluations, as applicable. The Tier 1/Program 

EIS/EIR and the SDP address improvements to passenger rail service within the Program Corridor, 

including the following: 

• Rail corridor – Reasonable and feasible rail alignment improvement alternatives from Los

Angeles to Coachella

• Service characteristics – Passenger rail operational elements, train speeds, travel time,

train frequency and train technology

• Potential station catchment areas – The general study areas where potential passenger

rail stations could be located

Selection and advancement of components within the Preferred Alternative as described in this Final 

Tier 1/Program EIS/EIR and ROD would require additional planning and design. The Final Tier 

1/Program EIS/EIR and ROD includes specific responses to comments received during the public 

and agency review and comment period (May 21, 2021, to July 6, 2021) related to information 

provided in the Draft Tier 1/Program EIS/EIR. The entire Draft Tier 1/Program EIS/EIR, including 

appendices, is attached as Appendix A. 

The Tier 1 ROD identifies FRA’s Selected Alternative for the Program, which may be carried forward 

for further planning, design, and construction subject to future available funding. Subsequent Tier 

2/Project-level environmental reviews would evaluate more detailed, site-specific proposals 

implementing the Selected Alternative. The Tier 2/Project-level NEPA/CEQA studies may also 

evaluate stand-alone projects with logical termini and independent utility. In other words, one or 

more corridor sections that together make up the complete passenger rail system could be 

developed as individual projects. 

The specific class of NEPA/CEQA documents for more detailed analysis of any Tier 2/Project-level 

improvements has not yet been defined. Preliminary design and environmental studies would be 

conducted in support of a Tier 2/Project-level analysis. Finally, coordination and outreach would 

occur as appropriate during any Tier 2/Project-level analysis to engage the public and other 

stakeholders. Input from the outreach effort would be incorporated into the NEPA/CEQA analysis 

and into the project design if warranted. The remainder of this section defines key concepts and 

terminology used in the environmental analysis and presents the overall organization of this 

combined Final Tier 1/Program EIS/EIR and ROD. 
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1.2 Tiered NEPA/CEQA Process

Consistent with CEQ’s regulations and CEQA Guideline Sections 15168 and 15170, FRA, Caltrans, 

and RCTC are using a tiered NEPA/CEQA process. 

Tiering is a staged environmental review process, which involves the evaluation of broad-level 

programs and issues in a programmatic corridor-level analysis generally followed by more detailed 

evaluation of specific improvements. 

Selection and advancement of Program components within the Selected Alternative would require 

additional planning and design. Subsequent Tier 2/Project-level environmental reviews would 

evaluate more detailed, site-specific proposals to implement the selected alternative. In addition, the 

Tier 2/Project-level documents would address stand-alone projects with logical termini and 

independent utility. In other words, one or more corridor sections that together make up the complete 

passenger rail system could be developed as individual projects. 

Because the Preferred Alternative follows the existing UPRR rail line within the Eastern Section of 

the Program Corridor, infrastructure investments could be separated into relatively small, lower-cost 

elements, so that Caltrans or potentially another division of the State responsible for implementing 

the Program Corridor could implement the Preferred Alternative incrementally as funding becomes 

available. Caltrans or a future State/regional entity could also implement the elements deemed most 

valuable to support expanded passenger rail service. To plan and implement phased investments, 

Caltrans or a future State/regional entity would coordinate with the host railroad and passenger rail 

service operator.

While the Draft Tier 1/Program EIS/EIR assessed potential impacts based on previously identified 

resources, a Tier 2/Project-level analysis would include site-specific field investigations to identify 

additional resources and impacts that are outside the scope of the Tier 1/Program-level analysis. 

Detailed design developed for Tier 2/Project-level analysis would identify site-specific potential 

impacts from construction and/or operation of passenger rail improvements and the development of 

site-specific mitigation measures to avoid or minimize effects and impacts on sensitive 

environmental resources. The following representative list presents the Tier 2/Project-level analyses 

that may be required for subsequent Tier 2/Project-level NEPA/CEQA analysis:

• Special status species surveys and wildlife movement studies;

• Wetland delineations and identification of Section 401, Section 404, Section 1600 permitting

requirements;

• Cultural resource surveys and Section 106 consultation;

• Paleontological resource surveys;
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• Threatened and endangered species surveys and Section 7 consultation;

• Noise and vibration analysis;

• Section 4(f) evaluation;

• Section 6(f) analysis;

• Phase 1 Environmental Site Assessments;

• Air emissions analysis in nonattainment areas;

• Station-area traffic studies;

• Land use consistency analysis;

• Community impact and relocation analyses;

• Visual impact analysis;

• Hydrologic modeling analysis, floodplain analysis and water quality assessments;

• Grade crossing and safety analysis; and

• Surveys, infrastructure inspections and engineering design.

Federal and State funding would likely be required to advance the Program into Tier 2/Project-level 

design and analysis. However, funding to advance the Tier 2/Project-level review has not been 

determined at this time. If final design and construction require Federal funding, Federal permits, 

and/or other Federal approval(s), a Tier 2/Project-level NEPA analysis, led by the appropriate 

Federal agency would be required. The scope of such analysis would be based on the nature of the 

proposed Federal action. In addition, Tier 2/Project-level improvements would be subject to State 

requirements, permits, and approvals, including CEQA.

Depending on the scope and potential environmental impacts of Tier 2/Project-level improvements, 

the appropriate class of Tier 2/Project-level analyses may be a NEPA EIS, Environmental 

Assessment, or Categorical Exclusion and/or a CEQA EIR, Negative Declaration, Mitigated Negative 

Declaration, Statutory Exemption, or Categorical Exemption. The specific class of NEPA and/or 

CEQA documentation for more detailed analysis of any Tier 2/Project-level improvement has not yet 

been defined. Preliminary design and environmental studies would be conducted in support of any 

Tier 2/Project-level analysis. Finally, coordination and outreach would occur as appropriate during 

any Tier 2/Project-level analysis to engage the public and other stakeholders. Input from the 

outreach effort would be incorporated into the environmental analysis and into the project design if 

warranted.
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1.3 Key Concepts and Terminology 

To maintain consistency between the evaluation of the No Build Alternative and the three Build 

Alternative Options, and the identification of the Preferred Alternative, FRA, Caltrans, and RCTC 

used the same key concepts presented in the Draft Tier 1/Program EIS/EIR for the Final Tier 

1/Program EIS/EIR and ROD. These key concepts are defined below.

1.3.1 Program Corridor

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. 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. Under Build Alternative Option 1, the Program Corridor includes a total Program Corridor 

distance of 144 miles with the Western Section terminating at LAUS and the Eastern Section 

terminating in the City of Coachella. Under Build Alternative Options 2 and 3, the Program Corridor 

includes a total Program Corridor distance of 140.25 miles with the Western Section terminating at 

LAUS and the Eastern Section terminating at the City of Indio. Figure 1-1 through Figure 1-3 provide 

an illustrative overview of the Program Corridor under all Build Alternative Options. 

1.3.2 Preferred Alternative 

FRA, Caltrans, and RCTC used the evaluation criteria previously developed and based on the 

Program Purpose and Need goals and objectives to compare the No Build Alternative and the three 

Build Alternative Options. During scoping, FRA, Caltrans, and RCTC conducted an open, interactive 

process to develop the Program Purpose and Need Statement and high-level goals and objectives. 

Those Program goals and objectives were then used to develop an evaluation framework, which 

served as the basis for the analysis and screening of corridor concepts and preliminary alternatives. 

In association with the technical analyses conducted for the Draft Tier 1/Program EIS/EIR, FRA, 

Caltrans, and RCTC used the evaluation framework to compare the Build Alternative Options. Based 

on the comparison of performance attributes, FRA, Caltrans, and RCTC proposed that Build 

Alternative Option 1 be identified in the Draft Tier 1/Program EIS/EIR as the recommended Preferred 

Alternative for both NEPA and CEQA. 
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1.3.3 Environmentally Preferable/Superior Alternative 

Both NEPA and CEQA require the lead agency to identify the alternative that would cause the least 

harm to the biological and physical environment. Under NEPA, a Preferred Alternative must be 

identified in the FEIS. However, CEQ regulations require the Federal lead agency, FRA, to identify 

the Environmentally Preferable Alternative as “the alternative that will promote the national 

environmental policy as expressed in NEPA Section 101” (40 CFR 1505.2). Under CEQA, the 

Environmentally Superior Alternative is typically the No Build Alternative; however, the final 

environmental document must an Environmentally Superior Alternative among the other build 

alternatives (CEQA Guidelines Section 15126.6).

For the purposes of this joint Final Tier 1/Program EIS/EIR, the Environmentally Superior Alternative 

and the Preferred Alternative is the alternative identified as meeting most of the basic project 

objectives, similar to satisfying the primary purpose and need, and resulting in the fewest or least 

severe combination of significant environmental impacts. Table 2-1 provides a summary of the Tier 

1/Program EIS/EIR Alternatives Evaluation Findings. 

1.3.4 Selected Alternative 

The Selected Alternative is the alternative selected by FRA in the ROD that would be carried forward 

for future Tier 2/Project-level analysis, as required by NEPA. Based on the analysis contained in the 

Draft Tier 1/Program EIS/EIR, FRA selected Build Alternative Option 1. 

1.3.5 Tier 1/Program EIS/EIR Study Area 

FRA, Caltrans, and RCTC established a Tier 1/Program EIS/EIR Study Area in the Draft Tier 

1/Program EIS/EIR. This Tier 1/Program EIS/EIR Study Area was broad enough to encompass a 

variety of potential rail alignments and potential station locations suggested from the Alternatives 

Analysis Report. The Program Corridor was divided into two sections: the Western Section (LAUS to 

Colton) and Eastern Section (Colton to Indio/Coachella). As shown on Figure 1-1 through Figure 1-3, 

the Tier 1/Program EIS/EIR Study Area for the Western Section of the Program Corridor 

encompasses a 600-foot buffer from either side of the existing BNSF railroad centerline. The 600-

foot buffer is used for the Western Section to take into account any on-going maintenance activities 

that may occur during Program implementation. The Tier 1/Program EIS/EIR Study Area for the 

Eastern Section of the Program Corridor encompasses an 800-foot buffer from either side of the 

existing Union Pacific Railroad (UPRR) railroad centerline in non-station areas and a 1,500-foot 

buffer from either side of the UPRR railroad centerline in station areas. The buffers identified for the 

Easter Section of the Program are used to take into account for any rail infrastructure improvements 

that may be needed. FRA, Caltrans, and RCTC also developed discipline- and resource-specific 
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study areas for each environmental impact analysis topic studied in the Draft Tier 1/Program 

EIS/EIR.

1.3.6 Level of Detail

The level of detail presented in the Final Tier 1/Program EIS/EIR and ROD is consistent with FRA, 

Caltrans, and RCTC’s tiered environmental review processes. A tiered NEPA process may be

appropriate where broad program decisions for large expansive corridor programs: (1) are too 

complex to be addressed in one document; (2) are phased over time; (3) do not have fully defined 

future phases; or (4) have major routing or service alternatives that need to be evaluated. Similarly, 

the CEQA Guidelines (Section 15168(b)) state the advantages of a tiered CEQA process as: (1) 

more exhaustive consideration of alternatives; (2) consideration of cumulative impacts; (3) 

avoidance of duplicative reconsideration of basic policy; (4) consideration of broad policy alternatives 

and program-wide mitigation measures; and (5) allow for a reduction in paperwork.

1.3.7 No Build Alternative

The definition of the No Build Alternative remained the same from the Draft Tier 1/Program EIS/EIR 

to the Final Tier 1/Program EIS/EIR. The No Build Alternative consists of the continuation of the 

existing Amtrak passenger train route, freight rail operations, stations, and service within the 

Program Corridor. The No Build Alternative also includes all committed improvements (i.e., projects 

with dedicated or obligated funding) to the existing intercity passenger rail system, the 

highway/freeway system, and other modes of transportation available to the public (e.g. intercity bus 

services and aviation services) within the Tier 1/Program EIS/EIR Study Area. 

1.3.8 Section 4(f) Evaluation

The Draft Tier 1/Program EIS/EIR identified potential properties within the Tier 1/Program EIS/EIR 

Study Area that are protected by Section 4(f) of the United States Department of Transportation Act 

of 1966 (Section 4[f]) and Section 6(f) of the Land and Water Conservation Fund Act of 1965 

(Section 6[f]), and discussed legal requirements, methods of analysis, study area, affected 

environment, potential environmental impacts and potential mitigation strategies. This Tier 

1/Program EIS/EIR does not provide detailed information FRA needs to make final determinations 

regarding potential uses of Section 4(f)-protected or Section 6(f)-protected resources within the 

Program Corridor. Final decisions on specific location and design will be made at the Tier 2/Projectlevel, when more detailed information is available for resource-specific analysis, and consideration of 

applicable avoidance, minimization, and mitigation measures. 
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1.3.9 Mitigation Strategies

In a Tier 1/Program EIS/EIR, potential effects and impacts are identified using high-level data and 

analysis. For the Draft Tier 1/Program EIS/EIR, FRA, Caltrans, and RCTC utilized existing 

information on known resources and estimated effects and impacts based on a lesser level of 

engineering than would be used at a Tier 2/Project-level analysis. Because of this, the available 

information was not detailed enough to formulate site-specific mitigation measures at the Tier 

1/Program-level of analysis. Therefore, each resource evaluation in Chapter 3 of the Draft Tier 

1/Program EIS/EIR included a list of potential or representative mitigation strategies that would be 

considered and further developed in the future as part of the Tier 2/Project-level environmental 

analysis. 
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Figure 1-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3)
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Figure 1-2. Eastern Section of the Program Corridor (Build Alternative Option 1) 
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Figure 1-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3)
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1.4 Combined Final Tier 1/Program EIS/EIR and ROD 

Under CEQ’s Regulations, Final EIS and ROD documents are typically issued separately with a 

minimum 30-day period between issuance of the Final EIS and issuance of the ROD. However, to 

the maximum extent practicable, FRA must issue a combined Final EIS and ROD, unless:

• The Final EIS makes substantial changes to the proposed action that are relevant to

environmental or safety concerns, or

• There are significant new circumstances or information relevant to environmental concerns

and that bears on the proposed action or the impacts of the proposed action.

This combined Final Tier 1/Program EIS/EIR and ROD does not include substantial changes to the 

proposed action in terms of environmental or safety concerns, nor are there significant new 

circumstances or information relevant to environmental concerns of the Program or its impacts.

As such, this combined Final Tier 1/Program EIS/EIR and ROD documents the lead agencies’ 

decision on the Program, discusses the preferred and other alternatives, and explains potential 

mitigation strategies, if required, for future Tier 2/Project-level actions. Because this is a Tier 

1/Program NEPA/CEQA document, the mitigation strategies generally represent commitments to 

further assess and refine mitigation requirements and coordinate with the public, resource and 

regulatory agencies, stakeholders, and Native American Tribes during future Tier 2/Project-level 

analysis.

1.5 Contents of Combined Final Tier 1/Program EIS/EIR 

and ROD

The primary purpose of this combined Final Tier 1/Program EIS/EIR and ROD is to provide an 

overview of the Tier 1/Program process, identify the alternatives considered by the lead agencies 

prior to coming to a decision and state the lead agencies’ decision in regard to the proposed 

Program, and provide responses to those comments received during the public comment period 

(May 21, 2021 to July 6, 2021).This combined Final Tier 1/Program EIS/EIR and ROD contains the 

Tier 1/Program FEIS/EIR (Part 1), the Tier 1 ROD (Part 2), and the following Tier 1/Program 

FEIS/EIR appendices:

• Appendix A: Draft Tier 1/Program EIS/EIR

• Appendix B: Public Hearing Documentation, including materials presented to the public

during the Tier 1/Program DEIS/EIR public and agency comment period.
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• Appendix C: Copies of all correspondence (including letters and emails) received from

Federal, State, and local agencies, Native American Tribes, and the public during the Tier

1/Program DEIS/EIR public and agency comment period.

• Appendix D: Response to Comments on the Draft Tier 1/Program EIS/EIR provided in a

comments and responses matrix.

• Appendix E: CEQA Mitigation Monitoring and Reporting Program.

1.6 Preferred Alternative

The Preferred Alternative is Build Alternative Option 1 and consists of the existing route traveled by 

Amtrak Sunset Limited trains between Los Angeles and the Coachella Valley. As identified in the 

Tier 1/Program EIS/EIR, LAUS would serve as the western terminus while existing stations in the 

Cities of Fullerton and Riverside between LAUS and Colton 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. 

In addition, existing rail infrastructure would be used in the Western Section of the Program Corridor 

and no additional railroad infrastructure would be required in the Western Section. 

Under the Preferred Alternative, potential new infrastructure improvements within the Eastern 

Section of the Program Corridor between Colton and Coachella would include sidings, additional 

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

accommodate the proposed passenger rail service. In addition, the proposed passenger rail services 

within the Eastern Section of the Program Corridor would use the existing station in the City of Palm 

Springs and 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.

Passenger train frequencies under the Preferred Alternative would consist of two daily round-trip 

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

and the City of Coachella, with one morning departure and one afternoon departure from each end 

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

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June 2022 | 1-17 

1.7 Overview of Public and Agency Outreach and 

Coordination Since Release of Draft EIS/EIR

This section provides an overview of the public and agency outreach and coordination that has 

occurred since the release of the Draft Tier 1/Program EIS/EIR on May 21, 2021. Appendix B 

contains materials presented to the public during the Tier 1/Program DEIS/EIR public and agency 

comment period. 

1.7.1 Distribution of the Draft Tier 1/Program EIS/EIR

FRA, Caltrans, and RCTC released the Draft Tier 1/Program EIS/EIR for the Program in May 2021 

for public review and comment. For purposes of NEPA, the U.S. Environmental Protection Agency 

(EPA) published a Notice of Availability in the Federal Register on May 21, 2021 (86 FR 27593). For 

purposes of CEQA, the State of California Governor’s Office of Planning and Research published a 

Notice of Completion on CEQAnet on May 21, 2021. The public was invited to provide comments on 

the Draft Tier 1/Program EIS/EIR through various opportunities and communication methods from 

May 21 through July 6, 2021. The distribution of the Draft Tier 1/Program EIS/EIR emphasized the 

use of electronic media to provide cost-effective access to the public. A summary of public outreach 

activities is provided in Appendix B. 

The complete Draft Tier 1/Program EIS/EIR with technical appendices was made available for 

review online on the FRA (https://railroads.dot.gov/environment/environmental-reviews/coachellavalley-san-gorgonio-pass-corridor-investment-plan) and RCTC’s 

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

t/) websites. Federal agencies, Native American Tribes, State agencies, regional and local agencies, 

other selected interested parties and organizations, along with others on the mailing list were 

emailed a notification that included information about how to access the Draft Tier 1/Program 

EIS/EIR; timing for the formal comment period; and public hearing dates, times and locations. 

Additionally, as summarized in Table 1-1, 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 were also made available for public view at various locations during the public review 

period (May 21, 2021 through July 6, 2021) (subject to library location hours and COVID-19 

procedures). 
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June 2022 | 1-18 

Table 1-1. Draft Tier 1/Program EIS/EIR Locations

Location Location Location

Los Angeles Union Station/Metro 

Library and Archive

One Gateway Plaza

15th Floor

Los Angeles, California 90012 

Fullerton Public Library

353 W Commonwealth Avenue

Fullerton, California 92832

Arlington Library

9556 Magnolia Avenue

Riverside, California 92503

Riverside County Transportation 

Commission

4080 Lemon Street

Riverside, California 92501 

Colton Public Library

656 N 9th Street

Colton, California 92324

Loma Linda Branch Library

25581 Barton Road

Loma Linda, California 92354

A.K. Smiley Public Library

125 W. Vine Street

Redlands, California 92373

Beaumont Library

125 E. Eighth Street

Beaumont, California 92223

Banning Public Library

21 W. Nicolet Street

Banning, California 92220

Palm Springs Public Library 

300 S. Sunrise Way

Palm Springs, California 92262

Riverside County 

Indio Branch Library

200 Civic Center Mall

Indio, California 92201

Riverside County 

Coachella Branch Library

1500 6th Street

Coachella, California 92236

1.7.2 Public Hearings

FRA, Caltrans, and RCTC hosted two virtual public hearings to explain the Program and the Draft 

Tier 1/Program EIS/EIR evaluation. The virtual public hearings for the Draft Tier 1/Program EIS/EIR 

occurred on June 22, 2021, and June 26, 2021 at 06:00 p.m. PST and 09:00 a.m. PST, respectively. 

Public hearing materials and information were made available prior to the public hearings on the 

RCTC website (http://www.rctc.org/projects/coachella-valley-san-gorgonio-pass-corridor-rail-corridorservice-project/). The format of both public hearings consisted of a Program overview and 

informational video, a question and answer session, and a public comment period in which 

attendees could submit verbal comments on the Draft Tier 1/Program EIS/EIR. Comments on the 

Draft Tier 1/Program EIS/EIR submitted verbally during the public hearing were recorded by a court 

reporter (see Appendix B). Spanish language translators were also present during the public 

hearings. People requesting Americans with Disabilities Act accommodations or additional translator 

services were able to notify RCTC at least 72 hours in advance of the meetings. 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Part 1: Final Tier 1/Program EIS/EIR

June 2022 | 1-19 

1.7.3 Additional Public Outreach Activities 

Following the June 22, 2021 and June 26, 2021 public hearings for the Draft Tier 1/Program 

EIS/EIR, three E-notifications were mailed to the Program’s mailing list recipients, as follows:

• June 29, 2021 – A thank you for attending the public hearings was sent, alongside a

reminder to submit comments on the Draft Tier 1/Program EIS/EIR.

• July 1, 2021 – A reminder of the public comment period dates was sent, alongside a

reminder to submit comments on the Draft Tier 1/Program EIS/EIR.

• July 6, 2021 – A notification marking the close of the public comment period was sent,

alongside a reminder to submit last comments on the Draft Tier 1/Program EIS/EIR.

In addition, as part of the Final Tier 1/Program EIS/EIR public outreach efforts, FRA, Caltrans, and 

RCTC will send email notifications to the individuals and groups on the Program’s email list and post 

the combined ROD and Final Tier 1/Program EIS/EIR on the Program websites.

1.7.4 Comments and Responses on the Draft Tier 1/Program EIS/EIR

Comments that were received on the Draft Tier 1/Program EIS/EIR during the 45-day public review 

comment period included comments from public agencies, organizations, and individuals. Of the 279 

total comment submissions received during the 45-day public comment period, 9 comment

submissions were received from agencies, 15 comment submissions were received from 

organizations, and 255 comment submissions were received from individuals. An additional 18 

verbal comment submissions were received during public hearings on June 22 and June 26, 2021. 

Ten comment submissions were received after the close of the Draft Tier 1/Program EIS/EIR public 

comment period (i.e., after July 6, 2021); of which all 10 comment submissions were from 

individuals. The comment submissions are presented in their entirety in Appendix C. Of the 

comment submissions submitted, approximately 82% of commenters were generally in support of 

the Program.

FRA, Caltrans, and RCTC prepared responses to all comments submitted on the Draft Tier 

1/Program EIS/EIR (Appendix D). The comments received do not provide new information that 

warrants recirculation of the Draft Tier 1/Program EIS/EIR under CEQA nor preparation of a 

supplemental analysis under NEPA. In the context of the CEQA analysis, the comments do not 

identify new impacts that would result in a substantial increase in the severity of impacts and do not 

include feasible Program alternatives or mitigation strategies that are considerably different from 

those provided in the Draft Tier 1/Program EIS/EIR that are appropriate for a Tier 1/Program-level 

document. 
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June 2022 | 1-20 

Generally, the comments sought clarification of the information presented in the Draft Tier 1/Program 

EIS/EIR or were beyond the scope of this programmatic corridor-level analysis. Many of the 

comments received on the Draft Tier 1/Program EIS/EIR identified the same topics and themes that 

could be considered in a subsequent Tier 2/Project-Level analysis. These general topics and themes 

included: 

• Proposed Station Locations

• Conceptual Nature of Build Alternative Option Components

• Freight Train Volume Assumptions

• Noise Quiet Zones

• Train Trip Frequency and Duration

• Program Implementation, Funding and Timing

• Transportation Connections

• Locomotive Technology

• Environmental Justice

Consistent with FRA’s Environmental Procedures, and CEQ’s implementing regulations, an agency 

may respond to comments by one or more of the following means: 

• Modify alternatives including the proposed action;

• Develop and evaluate alternatives not previously given serious consideration;

• Supplement, improve, or modify the analysis;

• Make factual corrections; or

• Explain why comments do not warrant further response.

The comments and responses to comments are included in Appendix D, including 12 Master 

Responses that are generally applicable to multiple comments. The comments did not identify new 

significant impacts or information that warrant changes to the Draft Tier 1/Program EIS/EIR.
Part 2: Record of Decision

Coachella Valley-San Gorgonio Pass Rail

Corridor Service Program 

June 2022
This page is intentionally blank.
COACHELLA VALLEY-SAN GORGONIO PASS RAIL CORRIDOR SERVICE PROGRAM

Combined Final Tier 1/Program Environmental Impact Statement/Environmental Impact 

Report and Record of Decision

Prepared by:

U.S. Department of Transportation - Federal Railroad Administration

California Department of Transportation Division of Rail and Mass Transportation

and the

Riverside County Transportation Commission

Pursuant to

National Environmental Policy Act (42 U.S.C. §4321 et seq.), and implementing regulations (40 CFR 

Parts 1500-1508), 64 FR 28545, 49 U.S.C. §303 (Section 4(f), formerly Department of 

Transportation Act of 1966, Section 4(f)); National Historic Preservation Act (54 U.S.C. §300101 et 

seq.); Clean Air Act as amended (42 U.S.C. §7401 et seq. and 40 CFR Parts 51 and 93); 

Endangered Species Act of 1973 (16 U.S.C. §§1531-1544); Clean Water Act (33 U.S.C. §§1251-

1387); California Environmental Quality Act (PRC 21000 et seq); and State of California CEQA 

Guidelines

Date of Approval Paul Nissenbaum

Associate Administrator, Office of Railroad Policy and Development

Federal Railroad Administration

The following person may be contacted for additional information concerning this document: 

Amanda Ciampolillo 

Supervisory Environmental Protection Specialist 

U.S. Department of Transportation 

Federal Railroad Administration 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

Phone: 617.866.9398

Email: amanda.ciampolillo@dot.gov

RPD­220519­001

June 2, 2022
ABSTRACT 

The Federal Railroad Administration (FRA) is issuing this Record of Decision (ROD) concurrently 

with the Final Environmental Impact Statement (FEIS) pursuant to Section 1311 of the Fixing 

America’s Surface Transportation Act (Pub. L. 114-94). Through this ROD, FRA selects Build 

Alternative Option 1, which would improve passenger rail service on an existing rail alignment 

between the Coachella Valley and Los Angeles, California. The ROD states FRA’s decision; 

identifies the alternatives considered in reaching the decision; summarizes avoidance, minimization, 

and mitigation strategies and future design practices appropriate for a Tier 1 FEIS; and states the 

next steps in the environmental review process that may occur with subsequent phases of the 

Program as it moves though further planning, design, and construction subject to available future 

funding. Members of the public; stakeholders; local governments; elected officials, nongovernmental organizations; Native American Tribes; and Federal, State and local agencies have 

been and will continue to be involved throughout subsequent phases of the Program, as appropriate.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Part 2: Record of Decision

June 2022 | 2-1 

Part 2: Record of Decision 

In this Record of Decision (ROD), the Federal Railroad Administration (FRA) selects Build 

Alternative Option 1 (referred to in this ROD as the “Selected Alternative”), which was described and 

evaluated as the Preferred Alternative in the Coachella Valley-San Gorgonio Pass Rail Corridor 

Service Program Tier 1/Program Draft and Final Environmental Impact Statement/Environmental 

Impact Report (EIS/EIR) and supporting documentation. 

The Coachella Valley-San Gorgonio Pass Rail Corridor Service Program (Program) is a planning 

effort developed under a cooperative agreement between the California Department of 

Transportation (Caltrans), Riverside County Transportation Commission (RCTC) and FRA. The first 

phase of the process is the development of a Corridor Investment Plan (CIP). The process of 

completing a CIP consists of conducting an environmental review in accordance with the National 

Environmental Policy Act (NEPA) and California Environmental Quality Act (CEQA), as documented 

in this Tier 1/Program EIS/EIR and developing a Service Development Plan (SDP). The SDP is a 

detailed definition of the service improvements, transportation network, and the operational and 

financial aspects for the alternative for passenger rail service that is selected through the NEPA and 

CEQA process. The intent of the CIP is to provide sufficient information to support future decisionmaking at the Federal, State, and/or local levels regarding investments within the Program Corridor. 

FRA, Caltrans, and RCTC used a tiered environmental process for the Program, which is a phased 

environmental review used in the development of complex projects (as provided in (40 CFR Parts 

1500–1508), FRA’s Procedures for Considering Environmental Impacts (64 FR 28545, May 26, 

1999), and CEQA Guidelines Sections 15168 and 15170). The tiered NEPA and CEQA review and 

decision-making process allows for a broad-level programmatic decision with a Tier 1/Program 

EIS/EIR, followed by more specific analyses and decisions through one or more Tier 2/Project 

NEPA/CEQA evaluations. 

If a Federal, State, or local agency, including FRA, Caltrans, and RCTC provides grant funding, a 

permit, or other approval to advance the Program, it may use this Final Tier 1/Program EIS/EIR and 

ROD as the basis to undertake a Tier 2/Project-level NEPA/CEQA environmental review process, or 

processes, and subsequently make and document future NEPA/CEQA decisions. Tier 2/Projectlevel NEPA/CEQA studies may, for example, further define capital improvements to meet future 

travel demand and the proposed passenger rail service along the Program Corridor. During a Tier 

2/Project-level NEPA process, FRA (or another Federal agency), Caltrans, and RCTC (or another 

State/local agency) will conduct more detailed environmental analyses, refine components of the 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

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June 2022 | 2-2 

Program within the Selected Alternative, identify all applicable permits, and define location-specific 

avoidance and mitigation measures.

FRA is issuing this ROD based on the analysis in the Tier 1/Program EIS/EIR, technical reports, 

supporting documentation, and after consideration of public comments. The Tier 1/Program EIS/EIR 

was prepared as a joint document for compliance with both NEPA and CEQA; however, this ROD is 

specific to FRA’s action and issued pursuant to NEPA.

2.1 Tier 1/Program EIS/EIR Process for the Program 

FRA is the lead Federal agency responsible for conducting the Tier 1 NEPA environmental review 

for the Program and issuing this combined Final Tier 1/Program EIS/EIR and ROD. FRA, in 

coordination with Caltrans and RCTC, prepared a Tier 1/Program EIS/EIR to evaluate a broad-level 

programmatic decision regarding the rail corridor, service characteristics and potential station 

locations. For FRA, Caltrans, and RCTC, this tiered NEPA/CEQA approach allows for incremental 

decision-making for large corridor projects. 

The Tier 1/Program EIS/EIR is the first programmatic phase of a tiered environmental review 

process. In making this decision on the proposed Program. The Tier 1/Program NEPA/CEQA 

process began with FRA’s publication of a Notice of Intent (NOI) to prepare a Tier 1 EIS in the 

Federal Register and with RCTC’s publication of a Notice of Preparation (NOP) to prepare a 

Program EIR on the State of California Governor’s Office of Planning and Research’s CEQAnet on 

October 11, 2016. Following publication of the NOI/NOP, FRA, Caltrans, and RCTC initiated a 

scoping process to inform the public and interest groups, and actively solicit feedback from agencies 

about the proposed Program and issues for public and agency review and input. 

FRA, Caltrans, and RCTC considered comments and recommendations received during the scoping 

process from the public, stakeholders and agencies to refine the Program’s Purpose and Need 

Statement, corridor alternatives, and the scope of the environmental analysis. FRA, Caltrans, and 

RCTC released the Draft Tier 1/Program EIS/EIR for the Program in May 2021 for public review and 

comment.

The U.S. Environmental Protection Agency (EPA) published a Notice of Availability in the Federal 

Register on May 21, 2021 (86 FR 27593). The public was invited to provide comments on the Draft 

Tier 1/Program EIS/EIR through various opportunities and communication methods from May 21 

through July 6, 2021, including two public hearing meetings held during the comment review period. 

FRA, Caltrans, and RCTC reviewed the public and agency comments and have taken the comments 

into consideration in the decision-making process for the Final Tier 1/Program EIS/EIR. Comments 

and responses are included in Appendix C and Appendix D of the Final Tier 1/Program EIS/EIR.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

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2.2 Purpose and Need for the Program

FRA, Caltrans, and RCTC developed the Purpose and Need for the Program, informed by public 

input, and used it to identify the reasonable range of alternatives for the Draft Tier 1/Program

EIS/EIR. The Purpose and Need Statement remained consistent between the Draft Tier 1/Program 

EIS/EIR and the Final Tier 1/Program EIS/EIR (see Section 1.2 of the Draft Tier 1/Program EIS/EIR 

in Appendix A).

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

service within the 144-mile Program Corridor, between LAUS and Coachella, with the capability to 

meet the future mobility needs of residents, businesses, and visitors and meet the following 

objectives: 

• 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

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

alternative to driving that offers reliable travel schedules

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

affordable transportation service

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

Valley, particularly including business and personal trips

• Improves regional travel opportunities between the Los Angeles Basin and the Coachella

Valley for individuals without private vehicles

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

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

reduction targets as mandated in State and Federal regulations
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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 

Corridor resulting from population and employment growth, and the increasing unreliability of 

existing transportation systems within the Program Corridor. The Program addresses the following 

needs in the region including:

• The Program Corridor is served by a transportation system that includes air, highway, transit,

and rail modes, few of these alternatives provide regular intercity transportation within the

Program Corridor between the Coachella Valley, Inland Empire, and coastal regions of

Southern California.

• The Coachella Valley is projected to be one of the fastest-growing areas in the State by

2040, with the permanent population projected to exceed 595,100 and employment growing

by 94 percent to more than 253,700. The San Gorgonio Pass area population is projected to

almost double to 143,000, with employment more than doubling to 38,100.

• Five of the nine incorporated cities in the Coachella Valley, containing over 40 percent of the

valley’s population, have poverty rates exceeding 15 percent, which is the Federal average

poverty rate. Two of the nine incorporated cities have poverty rates that exceed 25 percent.

In addition, a substantial portion within these disadvantaged communities does not own

personal vehicles and rely on alternative transportation services. East of Colton, the lack of

available alternative transportation options leaves the I-10 corridor underserved for these

populations.

2.3 Alternatives Considered in the Draft Tier 1/Program 

EIS/EIR 

The alternatives considered in the Draft Tier 1/Program EIS/EIR did not change in the Final Tier 

1/Program EIS/EIR. Chapter 3 of the Draft Tier 1/Program EIS/EIR (Appendix A) describes the 

Program alternatives, which include a No Build Alternative and three Build Alternative Options (Build 

Alternative Option 1, Build Alternative Option 2, and Build Alternative Option 3).

The No Build Alternative consists of the continuation of the existing Amtrak passenger train route, 

stations, and service within the Program Corridor. The No Build Alternative also includes all 

committed improvements (i.e., projects with dedicated or obligated funding) to the existing intercity 

passenger rail system, the highway/freeway system, and other modes of transportation available to 

the public (e.g. intercity bus services and aviation services) within the Program Corridor. 
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The three Build Alternative Options are:

• Build Alternative Option 1 –Build Alternative Option 1 assumes up to two daily round

passenger rail trips between LAUS and the City of Coachella. No additional railroad

infrastructure improvements would be required within the Western Section of the Program

Corridor and existing stations in Fullerton and Riverside would be utilized. Within the Eastern

Section of the Program Corridor, the existing station in Palm Springs would be improved and

utilized, and up to five new potential stations could be constructed in the Loma

Linda/Redlands Area, the Pass Area, the Mid-Valley Area, the City of Indio, and the City of

Coachella. A third main line track and associated infrastructure would augment the existing

two main tracks along the entire Eastern Section of the Program Corridor from Colton to

Coachella.

• Build Alternative Option 2 –Build Alternative Option 2 assumes up to two daily round

passenger rail trips between LAUS and the City of Indio. No additional railroad infrastructure

improvements would be required within the Western Section of the Program Corridor and

existing stations in Fullerton and Riverside would be utilized. Within the Eastern Section of

the Program Corridor, the existing station in Palm Springs would be improved and utilized,

and up to up to four new potential stations could be constructed in the Loma Linda/Redlands

Area, the Pass Area, the Mid-Valley Area, and the City of Indio. A third main line track and

associated infrastructure would augment the existing two main tracks along the entire

Eastern Section of the Program Corridor from Colton to Indio.

• Build Alternative Option 3 –Build Alternative Option 3 assumes up to two daily round

passenger rail trips between LAUS and the City of Indio. No additional railroad infrastructure

improvements would be required within the Western Section of the Program Corridor and

existing stations in Fullerton and Riverside would be utilized. Within the Eastern Section of

the Program Corridor, the existing station in Palm Springs would be improved and utilized,

and up to up to four new potential stations could be constructed in the Loma Linda/Redlands

Area, the Pass Area, the Mid-Valley Area, and the City of Indio. A third main line track and

associated infrastructure would augment the existing two main tracks along the Eastern

Section of the Program Corridor from Colton to the proposed Mid-Valley Station Area.
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2.4 Identification of the Selected Alternative

In association with the technical analyses conducted for the Draft Tier 1/Program EIS/EIR, FRA, 

Caltrans and RCTC compared the Build Alternative Options against the No Build Alternative and 

subsequently identified Build Alternative Option 1 as the Preferred Alternative in the Draft Tier 

1/Program EIS/EIR. Table 2-1 below shows the Program goals and summarizes the objectivesbased performance attributes that differentiate one or more of the Draft Tier 1/Program EIS/EIR 

Build Alternative Options. A high-level summary of impacts of the Build Alternative Options 

considered can be found in Draft Tier 1/Program EIS/EIR Table ES-1. More information on the 

Preferred Alternative can be found in Chapter 3 of the Draft Tier 1/Program EIS/EIR.
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Table 2-1. Tier 1/Program EIS/EIR Alternatives Evaluation Findings

Performance 

Attribute No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Program Objective: Provide 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. 

Station Access Western Section: Limited 

access to existing LAUS 3 

days per week via existing 

Amtrak Sunset Limited service. 

Eastern Section: Limited 

access to existing Palm 

Springs Station 3 days per 

week in the middle of the night 

via existing Amtrak Sunset 

Limited service.

Western Section: Daily 

access to existing LAUS, 

Fullerton, and Riverside 

stations. 

Eastern Section: Daily 

access to existing Palm 

Springs station and five new 

stations in Loma 

Linda/Redlands Area, Pass 

Area, Mid-Valley Area, Indio, 

and Coachella.

Western Section: Daily 

access to existing LAUS, 

Fullerton, and Riverside 

stations. 

Eastern Section: Daily 

access to existing Palm 

Springs station and four new 

stations in Loma 

Linda/Redlands Area, Pass 

Area, Mid-Valley Area, and 

Indio.

Same as Build Alternative 

Option 2.

Passenger Rail 

Service Frequency 

No daily passenger rail service 

that services the Coachella 

Valley.

Two daily round-trip intercity 

passenger trains operating the 

entire length of the Program 

Corridor between Los Angeles 

and the Coachella Valley, with 

one morning departure and 

one afternoon departure from 

each end of the Program 

Corridor. 

Same as Build Alternative 

Option 1. 

Same as Build Alternative 

Option 1. 
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Performance 

Attribute No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Program Objective: Provide travelers between the Los Angeles Basin and the Coachella Valley with an alternative to driving that offers reliable 

travel schedules.

Average Trip Times

and connections 

required 

4 hours and 41 minutes, 2 or 

more transfer connections via 

bus needed.

3 hours and 16 minutes, direct 

connection from Coachella to 

LAUS (no bus transfer 

needed) 

3 hours and 9 minutes, direct 

connection from Indio to LAUS 

(no bus transfer needed)

Same as Build Alternative 

Option 2.

Program Objective: Improve regional travel opportunities between the Los Angeles Basin and the Coachella Valley for individuals without private 

vehicles.

Transportation 

Connections

Limited bus services 

connecting to transportation 

hubs including Amtrak 

Thruway, SunLine Commuter 

Link 220, Beaumont Commuter 

Link 120, Greyhound

Passenger rail service to 

existing LAUS, Fullerton, and 

Riverside stations that connect 

to other transportation 

services. 

Passenger rail service from 

Coachella to LAUS

Passenger rail service to 

existing LAUS, Fullerton, and 

Riverside stations that connect 

to other transportation 

services. 

Passenger rail service from 

Indio to LAUS 

Same as Build Alternative 

Option 2.

Program Objective: Serve the expected population growth in the Los Angeles Basin and the Coachella Valley.

Boardings/Alightings Under the No Build Alternative, 

no daily passenger rail service 

would be implemented within 

the Program Corridor.

Opening Year: A total of 

408,214 train boardings/ 

alightings within the Program 

Corridor are projected.

Future Year: A total of 

677,080 train 

boardings/alightings within the 

Program Corridor are 

projected.

Opening Year: A total of 

376,580 train boardings/ 

alightings within the Program 

Corridor are projected.

Future Year: A total of 

624,580 train 

boardings/alightings within the 

Program Corridor are 

projected.

Same as Build Alternative 

Option 2.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

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Performance 

Attribute No Build Alternative Build Alternative Option 1 Build Alternative Option 2 Build Alternative Option 3

Program Objective: Assist regional agencies in meeting air pollution and GHG emission reduction targets as mandated in state and federal 

regulations.

Vehicle Miles 

Travelled (VMT) 

Opening Year: 3,500 billion 

VMT 

Future Year: 4,300 billion VMT

Opening Year: 3,489 billion 

VMT (reduction from No Build)

Future Year: 4,282 billion 

VMT (reduction from No Build)

Opening Year: 3,490 billion 

VMT (reduction from No Build)

Future Year: 4,284 billion 

VMT (reduction from No Build)

Same as Build Alternative 

Option 2.

Automobile Trip

Redistributions 

Under the No Build Alternative, 

the Program would not be 

implemented, and automobile 

trips would not be redistributed 

to rail.

Opening Year: Reduction of 

107,344 automobile trips/year 

when compared to No Build

Future Year: Reduction of 

178,045 automobile trips/year 

when compared to No Build

Opening Year: Reduction of 

99,026 automobile trips/year 

when compared to No Build

Future Year: Reduction of 

164,248 automobile trips/year 

when compared to No Build

Same as Build Alternative 

Option 2.

Total Estimated GHG 

Emissions 

Opening Year: 934,560 metric 

tons/year 

Future Year: 862,289 metric 

tons/year

Opening Year: 931,930 metric 

tons/year (Reduction when 

compared to No Build)

Future Year: 858,380 metric 

tons/year (Reduction when 

compared to No Build)

Opening Year: 932,369 metric 

tons/year (Reduction when 

compared to No Build)

Future Year: 858,918 metric 

tons/year (Reduction when 

compared to No Build)

Same as Build Alternative 

Option 2.
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As summarized in Table 2-1, the key differentiating factors between the Build Alternative Options are 

related to a decrease in regional VMT, resulting in an associated decrease in the emissions of air 

pollutants and reduced regional transportation energy consumption. 

• Air quality/GHG: The Selected Alternative would result in regional reductions of air quality

and greenhouse gases emissions. These reductions would be achieved through

implementation of passenger rail service and its related potential to attract passengers from

other travel modes such as personal automobile and buses. It is anticipated that the

passenger rail service under the Selected Alternative would result in a reduction of

approximately 10.5 million VMT per year during opening year and 17.4 million VMT per year

during future year scenarios. Build Alternative Options 2 and 3 are anticipated to have a

smaller reduction in regional VMTs with a reduction of approximately 9.6 million VMT per

year during opening year and 16 million VMT per year during future year scenarios.

• Energy: The proposed passenger rail service has potential to attract passengers from other

travel modes. Accordingly, it is expected that a portion of these passengers would be using

the rail service in place of vehicle, bus, or air travel, thus reducing transportation-related

energy consumption. Additionally, travel by rail is the most energy efficient mode of longdistance, intercity transportation. However, an empty train would not reduce energy

consumption. Overall, the displacement of automobile VMT to increased ridership on the

railway would result in reduced transportation-related energy consumption.

The Selected Alternative would also result in similar environmental effects identified in the Tier 

1/Program Draft EIS/EIR for all Build Alternative Options. Similar to what was identified for the other 

Build Alternative Options, installation of the components comprising of the Selected Alternative 

would result in construction-related effects, such as noise, vibration, the localized emission of air 

pollutants, one-time energy consumption effects, and potential temporary disruptions to both rail and 

automobile traffic. Certain components requiring the acquisition of land outside the railroad right of 

way would, if constructed, result in the conversion of agricultural lands as well as other lands known 

to include sensitive biological habitats. Construction activities could also expose soils and/or 

groundwater that are contaminated with hazardous materials. Construction could also potentially 

affect the eligibility of known and unknown archaeological sites and other cultural resources. 

Operational effects would include increased localized noise and vibration from additional daily trains, 

as well as increased levels of roadway traffic in the vicinity of existing and proposed station areas. 

• Daily Passenger Rail Service: The Selected Alternative would provide allow for daily

passenger rail service within the Program Corridor. This service would help to create an

interconnected, multimodal solution allowing for better mobility throughout the Southern

California region, providing additional passenger rail opportunities between Los Angeles and
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the Coachella Valley. With the implementation of the passenger rail service, rail ridership 

would be anticipated to increase, and would also allow flexibility for people who may prefer 

or require alternatives to automobile transportation. This increase in service would provide 

additional transportation system capacity that could relieve some of the projected near- and 

long-term demand on the highway system, potentially slowing the need to further expand 

highways and roadways within the Program Corridor, or reduce the scale of those 

expansions, including their associated cost and impacts on communities and the 

environment. Rail improvements would complement the highway and local transit systems, 

creating an interconnected, multimodal solution, allowing for better mobility throughout the 

Program Corridor. 

• Economic Development: The Selected Alternative would allow for the development of

additional passenger stations within the Eastern Section of the Program Corridor. The

development of additional passenger stations would complement and support local planning

and revitalization plans as well as introduce new employments and growth opportunities

through the provision of passenger rail service and complementary station area

development.

• Traffic and Travel: The Selected Alternative contemplates up to five new passenger

stations in the Eastern Section of the Program Corridor. Buildout of the station areas (which

includes the opening of the stations themselves, increased passenger rail activity, and

buildout of surrounding planned land uses) would result in increased traffic on local streets.

These potential impacts would also occur under the other two Build Alternative Options.

• Land Use and Planning, Communities and Neighborhoods, Property and

Environmental Justice: Rail infrastructure improvements (e.g. siding extensions, bridge

structures) and station facilities associated with the Selected Alternative that require land

conversion/acquisition outside of the railroad ROW have the potential to commit the land

uses and natural resources for an expanded and realigned railway in some areas. Future

implementation of components outside the existing ROW and in populated areas would have

the largest impact on existing land uses and communities. The components associated with

the Selected Alternative are conceptual at this time and if carried forward in the future, could

be refined to avoid some or all potential impacts on existing land uses and communities.

These potential impacts would also occur under the other two Build Alternative Options.

• Agricultural Resources: Rail infrastructure improvements (e.g., siding extensions, bridge

structures, third mainline) and station facilities associated with the Selected Alternative that

require land conversion/acquisition outside of the railroad ROW have the potential to convert

Prime Farmland and other protected types of farmland to nonagricultural uses. The
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evaluation in this document is based on a review of study areas in which the proposed 

components could be located in. Design refinements may result in reduced potential impacts 

to agricultural resources. These potential impacts would also occur under the other two Build 

Alternative Options.

• Biological and Wetland Resources: Rail infrastructure improvements (e.g., siding

extensions, bridge structures, third mainline) and station facilities associated with the

Selected Alternative that require land conversion/acquisition outside of the railroad ROW

have the potential to be located in critical habitat areas for several protected species, habitat

of special-status species, sensitive vegetation communities, and wetlands. The evaluation in

this document is based on a review of study areas in which the proposed components could

be located in. Design refinements may be able to avoid some or all of the aforementioned

potential effects. These potential impacts would also occur under the other two Build

Alternative Options.

• Hydrology and Water Quality: Rail infrastructure improvements (e.g., siding extensions,

bridge structures, third mainline) and station facilities associated with the Selected

Alternative have the potential to intersect surface waters, potentially resulting in hydrological

and/or water quality effects. Design refinements of the conceptual plans components used in

this evaluation could potentially avoid some of all of these hydrology and/or water quality

impacts. These potential impacts would also occur under the other two Build Alternative

Options.

Based on comparison of the Build Alternative Options and the No Build Alternative in achieving the 

Purpose and Need while identifying potential environmental consequences, as described in Chapter 

3 of the Draft Tier 1/Program EIS/EIR, and consideration of public comments, FRA selects Build 

Alternative Option 1 in this ROD. Build Alternative Option 1 would include the following infrastructure 

features: 

• A third main line track of 76 miles to augment the existing two-track main line along the

Eastern Section of the Corridor from Colton 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.

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

limited to, wayside signals, drainage structures, and grade-separation structures.
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• Improvements to the existing Palm Springs Station.

• Up to five new potential stations in the Loma Linda/Redlands Area, the Pass Area, the

Mid-Valley Area, the City of Indio, and the City of Coachella.

This selection is made with the consideration of economic and technical factors, consistent with 

FRA’s Procedures for Considering Environmental Impacts, and CEQ’s implementing regulations. 

FRA’s selection of Build Alternative Option 1 is made with consideration that after the approval of 

Tier 1/Program EIS/EIR and prior to the initiation of Tier 2/Project-Level analysis, the State and/or 

local agency seeking to advance the Selected Alternative will: 

• Conduct additional operations simulation analysis on the Selected Alternative to assess

whether different infrastructure or operating plans would further improve the estimated

performance of freight and passenger trains.

• Determine the initial operating plan for service and infrastructure improvements for the

Selected Alternative based on good faith negotiations with the host railroads and the

passenger rail service operator prior to the implementation of service.3

• Identify the entity responsible for the management and delivery of the Selected Alternative.

2.5 Environmentally Preferable Alternative

CEQ’s implementing regulations require that a ROD specify the alternative or alternatives 

considered to be environmentally preferable. “Environmentally preferable” is defined as “the 

alternative that will promote the national environmental policy as expressed in the NEPA, Section 

101.” In most cases this means the alternative that causes the least damage to the biological and 

physical environment, but it can also mean the alternative that best protects, preserves, and 

enhances historic, cultural, and natural resources. 

FRA considered the Build Alternative Options, as well as the No Build Alternative, and weighed and 

balanced the environmental effects of each alternative. Based on the analyses documented in the 

Draft Tier 1/Program EIS/EIR and Final Tier 1/Program EIS/EIR, FRA determined that the adverse 

environmental impacts associated with the Selected Alternative would be similar to those associated 

with Build Alternative Option 2 and 3, and benefits to ridership and communities would be higher. 

The Selected Alternative would rely on existing railroad right of way between Los Angeles and 

Colton and focused rail infrastructure improvements in expanded right of way where needed 

3 The operations modeling work prepared for the Program’s Service Development Plan and which were 

used in this Tier 1/Program EIS/EIR should inform these discussions. 
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between Colton and Coachella. The No Build Alternative would not meet the Program’s Purpose and 

Need, nor would it result in the benefits associated with the Selected Alternative, such as reduced air 

quality emissions, reduced greenhouse gas emissions, and improved travel options and reliability. 

FRA has determined that the Selected Alternative would result in the least overall impacts to the 

human and natural environment, while meeting the Purpose and Need of the Program, and is 

therefore environmentally preferable.

2.6 Preliminary Mitigation Assessment and Strategies

In a Tier 1/Program EIS/EIR, potential impacts are identified using high-level data and analysis. For 

the Program, FRA, Caltrans, and RCTC used existing information on known resources and 

estimated impacts with a lesser level of engineering than is used for a project-level analysis. As a 

result, the available information is not detailed enough to formulate specific mitigation measures. 

Therefore, each resource evaluation in the Draft Tier 1/Program EIS/EIR includes a list of mitigation 

strategies that would be considered and further developed in the future as part of the Tier 2/Projectlevel environmental analysis (see Chapter 3 of the Draft Tier 1/Program EIS/EIR in Appendix A). 

Project-specific mitigation strategies for Tier 2/Project-related impacts would be considered and 

implemented as necessary during subsequent Tier 2/Project-level environmental studies. 

Representative mitigation strategies include conceptual avoidance and minimization measures for 

the next phase of design, suggestions for interagency agreement documents, best management 

practices (BMPs), regulatory agency and tribal coordination, and further technical study 

requirements. These mitigation strategies are summarized in Table 2-2. 

Table 2-2. Summary of Potential Interagency Agreement Documents, Best Management 

Practices, Regulatory Coordination and Further Study Requirements and Strategies

Resource Area Mitigation Strategies

Land Use and 

Planning

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Identification of construction best management practices including development of

construction management and traffic management plans, limiting noise generation

construction activities in coordination with local jurisdiction noise ordinances and hours,

specifications for construction equipment and staging areas.

• Development of a land use consistency analysis with applicable local jurisdiction plans

and programs and the avoidance or minimization of conflicts with sensitive land uses or

environmental resources.
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Resource Area Mitigation Strategies

Transportation Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a project specific traffic impact analysis including construction and

operational impacts, routes, and traffic management strategies.

Visual and 

Aesthetic 

Resources

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Identification of visual or aesthetic resources at the location of specific rail infrastructure

or station facilities proposed and analysis on the avoidance or minimization of impacts

to identified visual resources and changes in visual character.

• Preparation of construction and operational lighting plan for station facilities.

Air Quality and 

Greenhouse 

Gases

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a project specific air quality and greenhouse gas emissions impact

analysis including construction and operational impacts and management strategies.

Noise and 

Vibration

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a project specific noise impact analysis including construction and

operational impacts and management strategies.

• Identification of construction noise reduction methods such as shutting off idling

equipment, construction of a temporary noise barrier, maximizing the distance between

construction equipment staging areas and adjacent sensitive land use receptors.

• Recommended noise reduction mitigation to be implemented (e.g., enclosures,

barriers, site orientation), to ensure compliance with the local jurisdiction’s noise

regulations or ordinances.

Jurisdictional 

Waters and 

Wetland 

Resources / 

Biological 

Resources

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a preliminary biological resources screening, a biological resources

assessment report, and focused surveys for biological resources that may be impacted

during construction and operational activities.

• Identification of avoidance and/or minimization measures (e.g. compensatory

mitigation, habitat restoration, construction BMPs, worker educational program) to be

applied during construction and operational activities in coordination with regulatory

agencies.
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Resource Area Mitigation Strategies

Floodplains, 

Hydrology, and 

Water Quality

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of additional floodplain hydrology documentation, floodplain assessment,

water quality management plan, and coordination with governing agency or local

jurisdiction for floodplain or water quality resources that may be impacted during

construction and operational activities.

• Identification of low impact, site design, and source control best management practices

shall be identified to be utilized during construction and operational activities.

Geology, Soils, 

Seismicity, and 

Paleontological 

Resources

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of preliminary geotechnical reports that provide analysis and

recommendations on site preparation, soil characteristics, structural foundations and

grading practices during construction and operational activities.

• Preparation of a paleontological resources assessment report and identification of

avoidance and/or minimization measures (e.g. paleontological resources impact

mitigation program, worker educational program) to be applied during construction and

operational activities in coordination with regulatory agencies.

Hazards and 

Hazardous 

Materials

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a Phase I Environmental Site Assessment that provide analysis and

recommendations on potentially hazardous waste or site preparation, soil

characteristics, observed and/or suspected asbestos containing materials, potential

lead-based paint, and other materials falling under the Universal Waste requirements

within the selected site during construction and operational activities.

• Development of a site-specific hazardous materials management program during

construction and operational activities.

• Development of a site-specific fire control and emergency response plan in

coordination with local fire department.

Public Utilities 

and Energy

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of additional water supply documentation and a site-specific utilities report

including wastewater/sewer infrastructure, electrical infrastructure, and natural gas

infrastructure.
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Resource Area Mitigation Strategies

Cultural 

Resources

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of a preliminary cultural resources screening, a cultural resources

assessment report, and focused surveys for archaeological, historical, and tribal

cultural resources that may be impacted during construction and operational activities.

• Identification of avoidance and/or minimization measures (e.g., monitoring, restoration,

construction BMPs, worker educational program) to be applied during construction and

operational activities in coordination with regulatory agencies and tribal governments.

Parklands and 

Community 

Services 

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Identification of recreational and community resources and facilities at the location of

specific rail infrastructure or station facilities proposed and analysis on the avoidance or

minimization of impacts to identified recreational and community resources during

construction and operational activities.

Safety and 

Security 

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Preparation of project specific collision hazard analysis and safety and security

certification plans that provide analysis and recommendations on passenger rail safety

practices during construction and operational activities in coordination with regulatory

agencies and local jurisdictions.

Socioeconomics 

and 

Communities 

Affected

Future project-level mitigation measures could include, but would not be limited to, the 

following: 

• Identification of project specific acquisitions, preparation of a relocation mitigation plans

that provide analysis and recommendations on property acquisitions needed during

construction and operational activities in coordination with regulatory agencies, local

jurisdictions, and affected property owners and tenants.

2.7 FRA Decision

Based on the consideration of the information presented in the Draft Tier 1/Program EIS/EIR and 

this combined Final Tier 1/Program EIS/EIR and ROD, FRA selects Build Alternative Option 1 (the 

Preferred Alternative as presented in the Draft and Final Tier 1/Program EIS/EIR, and as described 

in the above sections of this ROD). Currently, there is no FRA funding or approval associated with 

advancing the Program to final design or construction. 
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Having carefully considered the environmental record noted above, the mitigation strategies 

described herein, the written and oral comments offered by agencies and the public on this record, 

and the written responses to the comments, FRA has determined that the Selected Alternative 

represents the best option for the Project and includes all practicable measures to minimize harm to 

the environment. With this Record of Decision, FRA selects Build Alternative Option 1.
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