August 2010 Supplemental Draft EIS 

2-1 

2.0 Alternatives 

2.1 SUMMARY OF DRAFT EIS ALTERNATIVES 

DesertXpress Enterprises, LLC proposes to construct and operate an interstate high-speed 

passenger train between Victorville, California and Las Vegas, Nevada along an 

approximately 200 mile corridor. The Draft EIS evaluated and analyzed action 

alternatives for the construction of a proposed steel wheel on steel rail high-speed train, 

and a “No Action” alternative. The Draft EIS analyzed the environmental effects of the 

action alternatives categorized as two primary routing alternatives for the proposed highspeed passenger rail system, which were identified by the project applicant and found to 

satisfy the project’s purpose and need as described in Chapter 1.0, Purpose and Need, 

of the Draft EIS. These were identified as Alternative A and Alternative B. 

Alternative A was based primarily on a rail alignment in the I-15 freeway median. 

Alternative B was based primarily on a rail alignment running alongside the I-15 freeway. 

In addition, the Draft EIS examined a third alignment option within the Las Vegas 

metropolitan area (Option C). 

The Draft EIS evaluated the routing alternatives along the nearly 200 mile corridor 

between Victorville and Las Vegas by dividing the route into seven segments. Table S-2-1

summarizes the segments and alignment options the Draft EIS evaluated. 

Table S-2-1 Summary of Routing Alternatives Evaluated in the Draft EIS 

Segment Alternative A Alternative B Other 

1: Victorville to 

Lenwood 

Segment 1: One routing alternative along the north/west side 

of I-15 corridor 

NA 

2: Lenwood to Yermo Segment 2A/2B, 2A Joint 

alignment through Barstow, 

then about 1 mile north of I-15 

to Yermo 

Segment 2A/2B, 2B Joint 

alignment through Barstow, 

then adjacent to I-15 to 

Yermo 

NA 

3: Yermo to Mountain 

Pass 

Segment 3A: Within I-15 

median 

Segment 3B: West of I-15, 

running alongside freeway 

NA 

4: Mountain Pass to 

Primm 

Segment 4A: Includes approx. 

2 mile portion of MNP, then 

east of I-15 

Segment 4B: Through new 

tunnels in mountains 

northwest of I-15, through 

BLM-managed land 

NA 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-2 

Segment Alternative A Alternative B Other 

5: Primm to Sloan 

Road 

Segment 5A: Within I-15 

median 

Segment 5B: Along east 

side of I-15 

NA 

6: Sloan Road to Las 

Vegas (Southern or 

Central A/B Stations)1

Segment 6A: Within I-15 

median 

Segment 6B: Varying from 

east to west side of I-15 

Segment 6C: 

UPRR Corridor 

7: West Twain Avenue 

to Downtown Station 

Segment 7A: Within I-15 

median 

Segment 7B: West side of I15 

Segment 7C: 

UPRR Corridor 

Source: CirclePoint, 2010. 

In addition to the routing alternatives, the Draft EIS analyzed the environmental effects of 

several project station and maintenance facility site options identified by the project 

applicant: 

Victorville passenger station: Two site options (Victorville Station Site 1 (VV1) 

and Victorville Station Site 2 (VV2)) immediately west of the I-15 freeway corridor. 

Victorville Operations, Maintenance, and Storage Facility (OMSF): Two 

site options (OMSF 1 and OMSF 2) immediately west of the I-15 freeway corridor. 

Maintenance of Way (MOW) Facility: One site option adjacent to the I-15 

freeway corridor near the community of Baker. 

Las Vegas area Maintenance and Storage Facility (MSF): Three site options 

(Sloan Road MSF, Wigwam Avenue MSF, and Robindale Avenue MSF) adjacent to 

the I-15 freeway corridor. 

Las Vegas area passenger station: Four site options (Southern Station, Central 

Station A, Central Station B, and Downtown Station) in Clark County and the City 

of Las Vegas. 

The Draft EIS also evaluated the environmental effects of two locomotive technology 

options proposed by the project applicant: 1) a diesel-electric multiple unit technology 

(DEMU); and 2) an electrical multiple unit technology (EMU). 

Refer to Chapter 2.0, Alternatives, of the Draft EIS for a full discussion of the action 

alternatives evaluated in the Draft EIS. 

2.2 PROPOSED PROJECT MODIFICATIONS AND ADDITIONS 

Subsequent to the publication of the Draft EIS, the project applicant proposed several 

project modifications and additions to address substantive comments received during 

public and agency review of the Draft EIS and to reduce or avoid significant 

environmental effects. This Supplemental Draft EIS analyzes the potential environmental 

 

1 If Option C is selected for Segment 6, the terminus would be either Central Station A or B or the Downtown 

Station, via Segment 7A, 7B or Option C. Segment 6 Option C would not terminate at the Southern Station. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-3 

effects of these proposed project modifications and additions. Figures S-2-1 through S2-5 show the locations of the proposed project modifications and additions. 

2.2.1 VICTORVILLE STATION SITE 3 

The Applicant has proposed an additional passenger station site option for the Victorville 

area near the I-15 /Dale Evans Parkway interchange. The Victorville station would offer 

train ticketing, baggage handling, and hotel room check-in for Las Vegas resorts. The 

proposed train station would be compatible with land use plans already proposed by the 

City of Victorville for mixed-use development served by local transit, and with highway 

access. 

The Draft EIS concluded that VV1 would result in adverse traffic impacts at local 

intersections and would significantly contribute to future adverse cumulative effects, even 

with the implementation of mitigation measures. The Draft EIS also concluded that VV2 

would result in potentially significant effects to existing intersections, but that mitigation 

measures (included in the Draft EIS) could reduce the significance of these impacts such 

that affected intersections would operate at acceptable service levels. For more 

information, please refer to the Draft EIS, Section 3.5, Traffic and Transportation. 

In response to these potential effects, the Applicant has proposed a third Victorville 

Station site (VV3). Figure S-2-6 shows the location of VV3 on the west side of the I-15 

freeway near Dale Evans Parkway, immediately north of OMSF 2. VV3 is about six miles 

north of VV1 and 4.5 miles north of VV2. 

The Applicant has proposed two options for the surface parking provided at the station. 

Option A (or VV3A) includes approximately 15,000 surface parking spaces to the south 

and east of the station building, beneath electrical utility lines located in an easement 

owned by the Los Angeles Department of Water and Power (LADWP). This option would 

require an agreement between the Applicant and LADWP to allow parking within 

LADWP’s utility easement. Because such an agreement is not currently in place, the 

applicant has also proposed a site plan with a different surface parking option. Option B 

(VV3B) would place approximately 12,700 surface parking spaces in areas north and west 

of the station building. Figure S-2-6 depicts the site plans for VV3A and VV3B. 

The railroad tracks and the station building are proposed for the exact same location for 

both surface parking options. In addition to the surface parking spaces, under both 

options, the station building would include structured parking for approximately 1,650 

cars. 

VV3A would have a station area footprint of about 205 acres, inclusive of tail tracks. In 

comparison, VV3B would encompass approximately 218 acres. Either of the VV3 site 

options would have a larger footprint than VV1 or VV2, which are each about 100 acres in 

area). 

2.2.2 OMSF 2 REDUCED SITE SIZE

The Applicant has proposed a new site footprint for OMSF 2. The OMSF 2 facility would 

include a train washing facility, repair shop, parts storage, operations control center, and a 

fueling station (for the DEMU option only). Approximately 400 employees would be 

employed at the facility. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-4 

The Draft EIS analyzed the impacts of an approximately 260 acre site envelope for the 

OMSF 2 facility, but noted that the final footprint of the OMSF facilities were expected to 

be notably smaller (see Section 2.4.9.3 of the DEIS). 

Since publication of the Draft EIS the applicant has conducted further engineering studies 

and has proposed a reduced footprint for OMSF 2 that now encompasses approximately 

68 acres. Figure S-2-1 depicts OMSF 2 at its reduced size. Proposed operations at the 

OMSF 2 site would not change from those described in the Draft EIS. Refer to Appendix 

A-4 of the Draft EIS for a detailed layout of OMSF 2. 

2.2.3 SEGMENT 2C 

In response to comments by the City of Barstow, the Applicant has proposed a new 

alignment following the I-15 freeway through Barstow, referred to as Segment 2C. The 

Draft EIS analyzed a single routing option (Segment 2A/2B) between the cities of 

Lenwood and Barstow. Section 1.7.1 of the Draft EIS discussed a possible additional 

routing option for Segment 2 that would follow the I-15 freeway median through the City 

of Barstow, including a possible station option in the vicinity of Lenwood Road. The Draft 

EIS did not, however, include full analysis of any such routing or station option, as the 

feasibility studies and detailed plans had not advanced enough by the time of Draft EIS 

publication. However, upon publication of Draft EIS, FRA mailed special notices to 

property owners along this corridor in an effort to seek comment and input about such an 

alternative if it were determined feasible. The notices advised that the analysis related to 

this corridor would be provided within subsequent environmental documentation, 

pending the outcome of the feasibility studies. 

During the Draft EIS public review period (March 18, 2009 – May 22, 2009), the City of 

Barstow submitted comments requesting that Segment 2 be relocated to the I-15 corridor 

to avoid potential impacts to a planned industrial park in the Lenwood area. 

In response, the Applicant completed a feasibility analysis and detailed plans for a rail 

alignment Segment 2C. 

The applicant has proposed two alignment options for Segment 2C, both of which would 

be located within the I-15 freeway corridor. 

 Side Running (2C Side Running): From the end of Segment 1 approximately 

7 miles southwest of Lenwood, the 2C Side Running alignment would run along 

the north and west side of the I-15 freeway through Lenwood, central Barstow, and 

eastward to Yermo, where it would join Segment 3. 

 Median Option (2C Median): From the end of Segment 1, this alignment would 

run along the north and west side of the I-15 freeway through Lenwood. As the 

alignment approaches Central Barstow it would transition into the I-15 freeway 

median for approximately 3 miles from H Street to East Main Street. At East Main 

Street, the alignment would transition back to the north and west side of the I-15 

freeway and then connect with Segment 3. 

Figures S-2-2 and S-2-7 depict the 2C Side Running and Median options. Appendix SA-1 includes detailed plans of the Segment 2C alignment options. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-5 

Within Central Barstow, both alignment options would be constructed on elevated 

structures and would cross over local interchanges and overpasses. Implementation of 

either Segment 2C alignment would result in a 12 mile reduction in the length of Segment 

1 because the portion of Segment 1 that extends away from the I-15 corridor to travel 

around the west and northern edges of Barstow would not be required. Both Segment 2C 

alignments would follow a more direct route relative to Segment 2A and Segment 2B. 

Either alignment option for Segment 2C would also entail one temporary construction 

area (TCA) along the proposed alignment for construction staging equipment. TCA 2C1 

would have a total area of 1 acre and would be located between the cities of Lenwood and 

Barstow. This Supplemental Draft EIS examines potential effects of the TCA as part of the 

alignment options. 

The Applicant has not proposed a Barstow station site and FRA has not included analysis 

of one as ridership projections indicated that the anticipated number of passengers 

boarding at a potential Barstow station would be insufficient to support a station. 

Moreover, VV1, VV2, and VV3 are all located within 25 miles of Barstow, and thus in 

reasonable proximity to serve any demand originating from the Barstow area. 

2.2.4 SEGMENT 4C 

The Applicant has proposed a modified Segment 4 rail alignment to avoid impacts 

identified in the Draft EIS associated with Segments 4A and 4B. The Draft EIS identified a 

1.55 mile portion of Segment 4A which traversed the Mojave National Preserve (MNP) 

near Nipton Road as well as a portion of the Ivanpah Desert Wildlife Management Area 

(Ivanpah DWMA), an important resource area for the desert tortoise. The Draft EIS 

identified that Segment 4B would conflict with a planned solar power project located to 

the west of Ivanpah Dry Lake. 

Figure S-2-3 shows Segment 4C, which the Applicant proposed in response to these 

impacts. Segment 4C would be approximately 20.7 miles long, or about 7 miles longer 

than Segment 4A and 8 miles longer than Segment 4B. The west end of Segment 4C 

would follow the same alignment as Segment 4B, as it moves away from the I-15 freeway 

corridor and through a series of three tunnels to be constructed through the Clark 

Mountains. Segment 4C would then travel north of the planned solar energy projects and 

the Ivanpah Dry Lake bed before connecting back to the I-15 freeway corridor in the 

vicinity of Primm, NV. 

Segment 4C would connect with Segment 5 north of Primm, NV, where the rail alignment 

would cross over from the west side of I-15 to the east side of I-15 on an aerial structure. 

(Figures S-2-10 and S-2-11 show the cross sections where Segment 4C would connect 

with Segment 5 and cross over the I-15 freeway corridor.) 

Segment 4C would also require five additional TCAs for construction staging equipment. 

TCA 4C1 through TCA 4C5 would range in size from 1 to 9.7 acres. Figure S-2-3 shows 

the locations of these new temporary construction areas. 

Appendix S-A-2 includes detailed plans of the Segment 4C alignment, including TCAs. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-6 

2.2.5 RELOCATED SLOAN MSF SITE

The Applicant has proposed a modified location for the Sloan Road Maintenance and 

Storage Facility (Sloan Road MSF) in response to comments on the Draft EIS. During 

public review of the Draft EIS, the Clark County Department of Aviation (CCDOA) 

submitted comments indicating that the Sloan Road MSF would be in direct conflict with 

the location of a proposed “super arterial” roadway that would provide future vehicle 

access to the planned Southern Nevada Supplemental Airport (SNSA) to be located north 

of Primm, NV. 

In response to this comment, the Applicant has proposed a modified location for this 

facility approximately 9 miles south of Sloan Road and approximately 2 miles south of the 

Sloan Road MSF analyzed in the Draft EIS (see Figure S-2-4). Similar to the Sloan Road 

MSF, the Relocated Sloan MSF (RSMSF) would include a utility corridor (also shown on 

Figure S-2-4) that would connect an electrical substation (incorporated within the 

RSMSF site) to electrical transmission lines to the west under the EMU technology option. 

The RSMSF would be located on the east side of the I-15 freeway corridor. The associated 

proposed utility corridor would cross over the I-15 freeway and continue approximately 1 

mile to the west in order to connect with an existing Nevada Energy electric transmission 

line. Appendix S-A-3 includes detailed drawings of the RSMSF site, which would also 

serve as an additional temporary construction area for the project overall. 

2.2.6 FRIAS SUBSTATION SITE

The Applicant has proposed an additional electrical substation site, the Frias Substation, 

in order to provide electrical power in the event the EMU technology is selected. 

The Draft EIS included three MSF sites (Wigwam, Robindale, and Sloan) of which, only 

the Sloan site included an electrical substation and utility corridor that would provide 

power for the EMU technology option. No such substation and utility corridor was 

provided for the Wigwam or Robindale sites. The Applicant has added the Frias 

Substation to the project to serve the Wigwam or Robindale MSF sites under the EMU 

option. 

Figure S-2-5 depicts the general location of the proposed Frias Substation site, which 

would be west of the I-15 freeway at the intersection of West Frias Avenue and South Dean 

Martin Drive in unincorporated Clark County. Figure S-2-8 shows a detailed site plan. 

The substation would be located immediately adjacent to an existing Nevada Energy 

electrical transmission line (the Arden-Tolson Transmission line) on undeveloped land in 

an area of sparse residential development and open lands. 

Overhead electrical connections between the substation and the transmission line are 

included. The substation would be constructed on two separate sites: 1) a 3.2 acre 

substation on the west side of South Dean Martin Drive; and, 2) a 1.4 acre substation to 

the east side of South Dean Martin Drive. Other components of the Frias Substation 

include undergrounded 25 kilovolt feeder lines, which would connect to a new 

autotransformer that would be located immediately adjacent to the I-15 freeway. The 

autotransformer at Frias would be in addition to the 17 autotransformers identified in 

Section 2.4.9.4 of the Draft EIS. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-7 

2.2.7 ALIGNMENT ADJUSTMENT AREAS

Following publication of the Draft EIS, the Applicant performed more detailed 

engineering studies which resulted in eight locations where the Alternative A and 

Alternative B rail alignments would be modified to improve operating characteristics, 

reduce or avoid environmental impacts identified in the Draft EIS, reduce project 

construction costs, or avoid potential conflicts with a constrained freeway right of way 

area. This Supplemental EIS refers to these eight locations of minor modifications (less 

than 400 feet) as Alignment Adjustment Areas (or AAAs). Figures S-2-1 through S-2-5

show AAA1 through AAA8. Table S-2-2 summarizes each of the eight AAAs. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-8 

Table S-2-2 Summary of Alignment Modification Areas 

Alignment 

Modification 

Area 

DesertXpress 

Alignment 

Location Reason for Alignment 

Modification 

Relevant 

Figure 

1 Segments 2A/2B Through Barstow, 

north of the Mojave 

River 

Avoids developed 

properties, improves 

constructability of 

alignment 

S-2-2 

2 Segments 2A/2B Through Barstow, 

north of the Mojave 

River 

Improves constructability 

of alignment 

S-2-2 

3 Segment 3B Southwest of Baker at 

Basin Road 

Avoids known resource 

area 

S-2-3 

4 Segment 3B Southwest of Baker Avoids known resource 

area 

S-2-3 

5 Segment 3B Southwest of Baker Moves side-running 

alignment closer to I-15 

S-2-3 

6 Segment 3B Southwest of Baker, 

near Mojave National 

Preserve 

Moves side-running 

alignment closer to I-15 

S-2-3 

7 Segment 6B East of Sloan Moves alignment to edge 

of right-of-way to 

accommodate potential 

freeway widening project. 

S-2-4 

8 Segment 6B From the Wigwam 

MSF site northerly to 

Las Vegas Central 

Station “B” 

A 5 mile portion of this 

alignment would be 

shifted approximately 40 

feet to the west; portions 

of this shifted alignment 

would be outside the I-15 

right of way on lands 

adjacent to Industrial 

Road/Dean Martin Drive, 

owned by Clark County ; 

the shifted alignment 

would avoid potential 

conflicts with future 

improvements in the 

freeway corridor. 

S-2-5 

Source: CirclePoint, 2010. 

Of particular note is AAA8 because of its 5-mile length. AAA8 shifts the alignment of 

Segment 6B approximately 40 feet to the west in unincorporated urban Clark County, 

between the Wigwam MSF and Central Station B. In doing so, portions of the alignment 

would be located outside the I-15 freeway right-of -way on right-of-way owned by Clark 

County in the following areas: 

 Between the I-15/State Route 215 interchange and West Russell Road the 

alignment would be located on elevated structure along the shoulder of Industrial 

Road/Dean Martin Drive. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-9 

 Between West Russell Road and West Tropicana Avenue the alignment would be 

located on an elevated structure in the median of Industrial Road/Dean Martin 

Drive. 

 Between West Tropicana Avenue and the Las Vegas Central Station B site the 

alignment would be located on an elevated structure along the shoulder of 

Industrial Road/Dean Martin Drive. 

2.2.8 WIGWAM AVENUE MSF MODIFICATION

Near AAA8, the applicant has proposed a modification to the Wigwam Avenue 

Maintenance and Storage Facility (Wigwam MSF) that would reorient the tail tracks 

connecting the facility to enter/exit the MSF site from the south. The Draft EIS evaluated 

tail tracks into and out of the north of the MSF site. The size of the site itself is otherwise 

unchanged. Figure S-2-5 shows the location of the Wigwam MSF site; Appendix S-A-4

includes detailed facility plans. 

2.2.9 PROFILE MODIFICATION

The Applicant has proposed a profile modification in Segment 3B near the Halloran 

Springs Road and I-15 interchange. Figure S-2-3 shows the general location of this 

profile modification. 

An approximately 1.3 mile portion of Segment 3B would be placed within a retained cut 

approximately 6 to 8 feet below the ground surface to reduce/avoid visual, noise, and 

vibration effects. The modification would also entail narrowing the rail alignment to 

approximately 41 feet in this area (as opposed to 60 feet in most locations). Figure S-2-9

shows the modified cross section for the limited portion of Segment 3B. 

2.3 NO ACTION ALTERNATIVE 

Since publication of the Draft EIS, there have been several changes and updates to the No 

Action Alternative, including additional planned and programmed transportation 

improvements. Refer to Section 2.1.3 of the Draft EIS for a full discussion of the No 

Action Alternative. 

Consistent with the Draft EIS, the existing roadway conditions on I-15 from Victorville to 

Las Vegas are as follows: 

 Victorville to SR 58 (Barstow) - Three lanes each way with a 4th southbound 

truck lane coming out of Barstow up to the summit; 

 SR-58 to I-40 (Barstow) - Three lanes each way plus some auxiliary lanes, 

 I-40 to Baker - Two lanes each way; 

 Baker to California/Nevada state line - Two lanes each way with a truck 

lane northbound approaching Halloran Summit (~17 miles north of Baker) and 

southbound at Mountain Pass (~15 miles south of the state line); 

 California/Nevada state line to I-215 - Three southbound lanes and two 

northbound lanes, with an additional northbound lane currently being 

constructed; 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-10 

 I-215 to Flamingo Road (Clark County) - Three lanes each way plus 

auxiliary lanes; and 

 North of Flamingo Road (Clark County and City of Las Vegas) - Four 

lanes each way. 

2.3.1 PLANNED AND PROGRAMMED TRANSPORTATION IMPROVEMENTS

Section 2.1.3.1 of the Draft EIS identified planned and programmed (funded) highway 

improvements along I-15 between Victorville and Las Vegas, by the California Department 

of Transportation (Caltrans) or the Nevada Department of Transportation (NDOT). 

Several additional planned and programmed transportation improvements have been 

identified since publication of the Draft EIS and are listed below. These improvements are 

anticipated to proceed with or without approval of the DesertXpress project. Since 

publication of the Draft EIS, some of the previously identified improvements have been 

completed. All of the planned and programmed improvements are identified below, along 

with their status as of August 2010. 

Caltrans

 Widen the bridge crossing over the Mojave River in Victorville: Completed. 

 Reconstruct the D Street, E Street, and South Stoddard Wells Road interchanges 

along I-15: Environmental review. 

 Near Barstow, widen a 1-mile segment of I-15 to 6 lanes and reconstruct an I-15 

interchange in Barstow. No start date at present. 

 Add truck climbing lanes on I-15 in sections with steep grades. Completed east of 

Baker. 

 High Desert Corridor roadway project, which would develop a new 

freeway/expressway from SR-14 to I-15: Preliminary design and environmental 

review. 

NDOT 

 “NEON” project: Preliminary engineering underway. 

o Reconstruct the I-15/Charleston interchange 

o Implement local access improvements 

o Add a High-Occupancy Vehicle (HOV) direct connector lane from US 95 to 

I-15. 

 The “I-15 South” project: Preliminary engineering, right of way acquisition, and 

construction underway from between Silverado Boulevard and Tropicana Avenue 

(first phase of design-build project)2; 

o New flyover at Blue Diamond Boulevard, new overpasses at Sunset Road, 

Warm Springs Road, and Pebble Road 

o New interchanges on I-15 at: 

 

2 Project as a whole spans from Sloan Road in the south to Tropicana Avenue in the north. 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-11 

 Bermuda Road 

 Starr Avenue 

 Cactus Road 

o Widening of: 

 I-15 mainline from Sloan Road to Blue Diamond Road (6 lanes to 10 

lanes) 

 Las Vegas Boulevard 

o Reconstruct the Sloan Road and I-15 interchange. 

o New sound barriers and other improvements long I-15 corridor 

 Other New I-15 Interchanges: 

o At Milepost 3 (new interchange to serve future airport): preliminary 

engineering, right-of-way acquisition 

 Other Road Widenings: 

o I-15 between Russell Road and Sahara Avenue: widen from 8 to 10 lanes 

(preliminary engineering and right-of-way acquisition) 

o I-15 between I-215 and I-515: widen from 10 to 14 lanes (preliminary 

engineering) 

2.3.2 PLANNED BUT UNPROGRAMMED TRANSPORTATION IMPROVEMENTS

Section 2.1.3.2 of the Draft EIS identified several planned, but unprogrammed, 

transportation improvements. These improvements were understood to be in early 

planning phases and would be considered as part of the cumulative impact analysis. 

These projects are typically included in long-range transportation planning documents, 

(such as a Regional Transportation Plan or RTP or similar document), but are not funded 

in the current year (through a Regional Transportation Improvement Program or RTIP or 

similar). 

Since publication of the Draft EIS, several additional projects within Clark County have 

been identified in regional transportation planning documents with a potential bearing on 

the DesertXpress project. These include two new roads, three road widening projects, and 

two other projects (Las Vegas intermodal terminal and high-occupancy toll lanes; each 

described below). 

Victorville 

 North Mojave area specific plan 

Clark County 

 Urban Resort Corridor Study (upgrades to I-15 and parallel roadways between I215 and US-95) 

 Supplemental Commercial Airport in Ivanpah Valley 

 Southern Nevada Regional Heliport 

 New roads: 

o Starr Avenue: construction of a 6 lane roadway from I-15 to St. Rose 

Parkway 
DesertXpress 2.0 Alternatives 

August 2010 Supplemental Draft EIS 

2-12 

o I-15 at I-215: construction of new direct connector high-occupancy vehicle 

ramps 

 Road widening: 

o I-15 from California state line to Sloan Road: widen from 6 to 8 lanes 

o Dean Martin Drive: widen to 4 lanes for approximately 1 mile between 

Blue Diamond Road and Warm Springs Road 

o Tropicana Boulevard: add 4th westbound lane between Decatur Boulevard 

and Polaris Avenue 

 Other projects: 

o Intermodal Transport Terminal near Downtown Las Vegas 

o Las Vegas Managed Lanes Demonstration Project (trial of high occupancy 

toll (HOT) lanes on I-15 from the intersection of I-215 in the south to north 

of Downtown Las Vegas, and beyond the proposed terminus of the 

DesertXpress project) 

 
Note: Segments 1 and 2A/2B

are one common alignment

that would be used under

Alternative A or Alternative B.

Barstow

Victorville Apple Valley

Oro

Grande

Lenwood

Segment 1

Segment 1

Segment 2C

Segment 2A / 2B

Victorville

OMSF 1

 Victorville

Site 1

 Victorville

Site 2

Victorville

OMSF 2

Victorville

Station Site

3A/3B

Southern California Logistics Airport

Barstow Marine Corps Logistics Base

Newberry Mountains Wilderness

1

2

3

Locator Map

Map 1 of 5

Death Valley NP

Mojave NPRES

Victorville

Las Vegas CALIFORNIA

NEVADA

40

DesertXpress - 

Supplemental EIS

Victorville

OMSF Site 2

Victorville Station

Site 3A / 3B

Segment 1

Dale Evans Pky

Boulder Rd

15

Geografika Consulting 06.07.10

4

5

1 inch equals 3 miles

Source: DesertXpress 2007, ESRI 2005, 

NAIP 2003-2006, 

0 4 2

Kilometers

0 3 1.5

Miles

NORTH

Project Modifications and Additions (1)

FIG

S-2-1

Legend

DesertXpress Alignments

Alternative A

Alternative B

Common Alignment used under

Alternative A or Alternative B

Temporary Construction

Area (TCA) Site Options

Maintenance Facility Site Options

Modified Station Site Option - 

Victorville Station Site 3A/3B

Autotransformer Site Options

(EMU Option Only)

Electric Utility Corridor

(EMU Option Only)

Ancillary Facility Sites

Station Options

Alignment Adjustment Areas

Modified Temporary Construction

Area (TCA) Site Options

Additional Alignment Modifications

Text Project Modifications and Additions
Note: Segments 1 and 2A/2B

are one common alignment

that would be used under

Alternative A or Alternative B.

Yermo

Lenwood Barstow

Afton Canyon

Natural Area

Segment 1

Segment 2A

Segment 3A

Segment 3B

Segment 3B

Segment 3A

Segment 2B

Segment 2C 

Segment 2A / 2B

Fort Irwin

Cady Mountains Wilderness Study Area

Soda Mountains Wilderness Study Area

Newberry Mountains Wilderness

Black Mountain Wilderness

Barstow Marine Corps Logistics Base

China Lake Naval Weapons Center

Rodman Mountains Wilderness

South Avawatz Mountains Wilderness Study Area

1

2

3

Locator Map

Map 2 of 5

Death Valley NP

Mojave NPRES

Victorville

Las Vegas CALIFORNIA

NEVADA

40

DesertXpress - 

Supplemental EIS

Segment 2A/2B

Segment 2C

Alignment

Adjustment

Area 1

Segment 2A

Segment 2B

Alignment

Adjustment

Area 2

TCA 2C1

H Street

Mojave River

Segment 2A / 2B

Segment 2C

North Main St.

Alignment Adjustment Area 1

Note: The dashed line represents

the extent of the median option

for Segment 2C.

Geografika Consulting 06.07.10

Project Modifications and Additions (2)

FIG

S-2-2

4

5

1 inch equals 4 miles

Source: DesertXpress 2007, ESRI 2005, 

NAIP 2003-2006, 

0 10 5

Kilometers

0 8 4

Miles

NORTH

Legend

DesertXpress Alignments

Alternative A

Alternative B

Common Alignment used under

Alternative A or Alternative B

Temporary Construction

Area (TCA) Site Options

Maintenance Facility Site Options

Autotransformer Site Options

(EMU Option Only)

Electric Utility Corridor

(EMU Option Only)

Ancillary Facility Sites

Station Options

Alignment Adjustment Areas

Modified Temporary Construction

Area (TCA) Site Options

Additional Alignment Modifications

Text Project Modifications and Additions
Mojave National

Preserve

NEVADA

CALIFORNIA

Baker MOW

Facility Site

Baker

Halloran

Springs

t 3 B

Segment 3 A

Segment 3B

Segment 3A

Segment 4B

Segment 4A

Segment 5A Segment 5B

Segment 4C

1

2

3

Locator Map

Map 3 of 5

Death Valley NP

Mojave NPRES

Victorville

Las Vegas CALIFORNIA

NEVADA

40

DesertXpress - 

Supplemental EIS

TCA 7

er

15

Segment 3B

Segment 3A

Alignment

Adjustment

Area 3

Alignment

Adjustment

Area 4

Alignment

Adjustment

Area 5

Alignment 

Adjustment 

Area 6

Segment 3B

Segment 3A

TCA 19

TCA 20

TCA 21

TCA 18

Segment 4B

Segment 4A

TCA 4C3

Segment 4C

TCA 4C1

TCA 4C2

TCA 11

TCA 12 TCA 4C4

TCA 4C5

Geografika Consulting 06.07.10

Profile

Modification Area

15

4

5

Project Modifications and Additions (3)

FIG

S-2-3

1 inch equals 5 miles

NORTH

Source: CirclePoint 2008, ESRI 2005,

DesertXpress 2007, NAIP and DOQQ Imagery

0 6 3

Kilometers

0 5 2.5

Miles

Legend

DesertXpress Alignments

Alternative A

Alternative B

Common Alignment used under

Alternative A or Alternative B

Temporary Construction

Area (TCA) Site Options

Maintenance Facility Site Options

Autotransformer Site Options

(EMU Option Only)

Electric Utility Corridor

(EMU Option Only)

Ancillary Facility Sites

Station Options

Alignment Adjustment Areas

Modified Temporary Construction

Area (TCA) Site Options

Additional Alignment Modifications

Text Project Modifications and Additions
TCA 14 

Primm

Jean

Segment 6C

Segment 6B

Segment 5A

Segment 5 B

Segment 6A

1

2

3

Locator Map

Map 4 of 5

Geografika Consulting 06.07.10

Death Valley NP

Mojave NPRES

Victorville

Las Vegas

CALIFORNIA

NEVADA

40

DesertXpress - 

Supplemental EIS

Former Sloan MSF 

and Substation

Location

TCA 13

604

Segment 5B

Segment 5A

15

Relocated Sloan MSF,

Substation and

Utility Corridor

Alignment

Adjustment

Area 7

Segment 6C

Segment 6A

Segment 6B

Project Modifications and Additions (4)

FIG

S-2-4

4

5

Nevada

California

1 inch equals 3 miles NORTH

Source: CirclePoint 2008, ESRI 2005,

DesertXpress 2007, NAIP and DOQQ Imagery

0 6 3

Miles

0 5 2.5

Kilometers

Legend

DesertXpress Alignments

Alternative A

Alternative B

Common Alignment used under

Alternative A or Alternative B

Temporary Construction

Area (TCA) Site Options

Maintenance Facility Site Options

Autotransformer Site Options

(EMU Option Only)

Electric Utility Corridor

(EMU Option Only)

Ancillary Facility Sites

Station Options

Alignment Adjustment Areas

Modified Temporary Construction

Area (TCA) Site Options

Additional Alignment Modifications

Text Project Modifications and Additions

Relocation Sloan MSF /

Substation Site Option
TCA 14 

Robindale MSF

Las Vegas

Southern

Station

Las Vegas

Central

Station A

Las Vegas

Downtown

Station

Las Vegas

Central

Station B

Segment 6C

Segment 6B

Segment 6A

Segment 7C

Segment 7A

Segment 7B

1

2

3

Locator Map

Map 5 of 5

Geografika Consulting 06.08.10

Death Valley NP

Mojave NPRES

Victorville

Las Vegas CALIFORNIA

NEVADA

40

DesertXpress - 

Supplemental EIS

Frias

Substation

Segment 6 B

Segment 6 A

4

5

Robindale MSF

15

160

TCA 16

Las Vegas

Southern Station

McCarran

International

Airport

a Ave

Las Vegas Blvd

Rd

Segment 7 B

Segment 6 A

Segment 6 C

Segment 6 A Segment 6 B

Robindale

Las Vegas

Central Station B

TCA 22

Alignment

Adjustment

Area 8

Wigwam

MSF

Segment 7 A

Source: CirclePoint 2008, ESRI 2005,

DesertXpress 2007, NAIP and DOQQ Imagery

1 inch equals 2 miles

NORTH

0 2.5 1.25

Kilometers

0 2 1

Miles

Legend

DesertXpress Alignments

Alternative A

Alternative B

Common Alignment used under

Alternative A or Alternative B

Temporary Construction

Area (TCA) Site Options

Maintenance Facility Site Options

Autotransformer Site Options

(EMU Option Only)

Electric Utility Corridor

(EMU Option Only)

Ancillary Facility Sites

Station Options

Alignment Adjustment Areas

Modified Temporary Construction

Area (TCA) Site Options

Additional Alignment Modifications

Text Project Modifications and Additions

Frias Substation and

Wigwam MSF Modifications

Project Modifications and Additions (5)

FIG

S-2-5
SURFACE

PARKING

LOOP ROAD

DALE EVANS PARKWAY

PARKING

GARAGE

FEATURE

STATION

BUILDING

PARKING

GARAGE

SURFACE

PARKING

EXISTING OVERHEAD

POWER LINES

EXISTING

TOWER

ES RV CI E RD

TO OMSF

15

DALE EVANS PARKWAY

SURFACE

PARKING

SURFACE

PARKING

DesertXpress - 

Supplemental EIS

Geografika Consulting 06.09.10

FEATURE

STATION

BUILDING

PARKING GARAGE

SURFACE PARKING

TO OMSF

EXISTING

TOWER

EXISTING

OVERHEAD

POWER LINES

SURFACE PARKING

SURFACE

PARKING

PARKING GARAGE

DALE EVANS PARKWAY

15

Dale Evans Parkway

Victorville Station Site 3A Victorville Station Site 3B

Victorville Station Site 3A / 3B - Site Plans

FIG

S-2-6

NORTH

0 1,000 500

Feet

Source: DesertXpress, 2010

NORTH

0 1,000 500

Feet

Source: DesertXpress, 2010
FIGS-2-7

Geografika Consulting 06.07.10

DesertXpress -

Supplemental EIS Segment 2C -

Median Option

Segment 2A/2B

Segment 2C:

Median Running Option

Segment 2C:

Side Running Option

H Street

North Main Street

Alignment

Adjustment

Area 1
550’-0” 246’-0”

250’-0”

TO LAS VEGAS STATION

REKAB OT INTERSTATE 15

SEGMENT 6B

S. DEAN MARTIN DR.

W. FRIAS AVE.

AUTOTRANSFORMER

ARDEN-TOLSON 

TRASMISSION LINE

UNDERGROUND

25KV FEEDERS

SUBSTATION

3.2 ACRES

SUBSTATION

1.4 ACRES

EXISTING POLES

9570+00 9580+00 9590+00 2 4 6 8 2 4 6 8 2 4 6

Frias Substation Site Plan

Source: Marnell Consulting, 2010.

DesertXpress -

Supplemental Draft EIS S-2-8

0 200 400

[

Feet

NORTH

MAIN SUBSTATION

AUTOTRANSFORMER

SEGMENT 6B (TYPICAL)

LEGEND
 Profile Modification Cross Section S-2-9 DesertXpress -

Supplemental EIS

Source: AECOM, 2009.
DesertXpress - 

Supplemental EIS

Geografika Consulting 08.20.10

Figure S-2-10: Cross Section From California/Nevada State Line at Primm to Sloan Road (East Side Running)

FIG

S-2-10

1 inch equals 30 feet

Feet

0 60 30
DesertXpress - 

Supplemental EIS

Geografika Consulting 08.20.10

Figure S-2-10: Cross Section From California/Nevada State Line at Primm to Sloan Road (West Side Running)

FIG

S-2-11

1 inch equals 30 feet

Feet

0 60 30

Geografika Consulting 08.20.10

Figure S-2-10: Cross Section From California/Nevada State Line at Primm to Sloan Road (West Side Running)

FIG

S-2-11

1 inch equals 30 feet

Feet

0 60 30