TRANSPORTATION TECHNICAL REPORT

Brightline West Cajon Pass High-Speed Rail Project

October 2022 

Prepared for 

Federal Railroad Administration 

Prepared by

HNTB 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Contents 

1. Introduction ............................................................................................................................ 1 

2. Project Description.................................................................................................................. 2 

2.1. Background.................................................................................................................... 2 

2.2. Project Area ................................................................................................................... 3 

2.3. Purpose of and Need for the Project ............................................................................. 3 

2.3.1. Purpose ................................................................................................................. 3 

2.3.2. Need...................................................................................................................... 3 

3. Alternatives........................................................................................................................... 10 

3.1. Build Alternative .......................................................................................................... 10 

3.1.1. Section 1 – High Desert ....................................................................................... 10 

3.1.2. Section 2 – Cajon Pass ......................................................................................... 12 

3.1.3. Section 3 – Greater Los Angeles.......................................................................... 12 

3.2. Construction ................................................................................................................ 13 

4. Methodology......................................................................................................................... 15 

4.1. Relevant Regulations, Plans, and Policies .................................................................... 15 

4.2. Study Area ................................................................................................................... 16 

4.3. Methods Used ............................................................................................................. 19 

4.3.1. Traffic Analysis..................................................................................................... 19 

4.3.2. Station Ridership and Vehicular Trip Generation ................................................ 22 

4.3.3. Transit and Regional Rail Analysis........................................................................ 23 

5. Affected Environment ........................................................................................................... 25 

5.1. Existing Conditions....................................................................................................... 25 

5.1.1. Local Intersections............................................................................................... 25 

5.1.2. Local Transit ........................................................................................................ 27 

5.1.3. Regional Rail ........................................................................................................ 28 

5.1.4. Active Transportation .......................................................................................... 29 

5.1.5. Parking................................................................................................................. 30 

5.1.6. Freeway Mainline ................................................................................................ 30 

5.1.7. Vehicle Miles Traveled......................................................................................... 30 

5.2. 2025 Opening Year No Build Conditions ...................................................................... 30 

5.3 2045 Horizon Year No Build Conditions . ....................................................................... 34 

5.4. Station Trip Generation ............................................................................................... 37 

6. Environmental Consequences and Mitigation....................................................................... 39 

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6.1. Proposed Action .......................................................................................................... 39 

6.1.1. Opening Year (2025) Effects ................................................................................ 39 

6.1.2. Horizon Year (2045) Effects ................................................................................. 55 

6.2. Avoidance, Minimization, and/or Mitigation Measures .............................................. 69 

6.2.1. Local Intersections............................................................................................... 69 

6.2.2. Local Transit ........................................................................................................ 70 

6.2.3. Regional Rail ........................................................................................................ 70 

6.2.4. Active Transportation .......................................................................................... 71 

6.2.5. Parking................................................................................................................. 71 

6.2.6. Freeway Mainline ................................................................................................ 73 

6.2.7. Vehicle Miles Traveled......................................................................................... 73 

7. References ............................................................................................................................ 75 

Appendices 

Appendix A: Existing Count Sheets, Opening Year, and Horizon Year Forecasting Worksheets. 

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Figures 

Figure 1. Project Area and Vicinity Map ....................................................................................................... 5 

Figure 2. Hesperia Station Study Intersections...........................................................................................17 

Figure 3. Rancho Cucamonga Station Study Intersections.........................................................................18 

Tables 

Table 1. Intersection Level of Service Description......................................................................................20 

Table 2. City of Hesperia Existing 2020 Intersection Level of Service.........................................................25 

Table 3. City of Rancho Cucamonga Existing 2020 Intersection Level of Service .......................................26 

Table 4. City of Hesperia 2025 Opening Year No Build Intersection Level of Service ................................31 

Table 5. City of Rancho Cucamonga 2025 Opening Year No Build Intersection Level of Service...............31 

Table 6. 2025 Opening Year No Build Ramp Queueing Summary ..............................................................33 

Table 7. City of Hesperia 2045 Horizon Year No Build Intersection Level of Service .................................34 

Table 8. City of Rancho Cucamonga 2045 Horizon Year No Build Intersection Level of Service................35 

Table 9. 2045 Horizon Year No Build Ramp Queueing Summary ...............................................................36 

Table 10. Hesperia Station Vehicular Trip Generation ...............................................................................37 

Table 11. Rancho Cucamonga Station Vehicular Trip Generation..............................................................38 

Table 12. City of Hesperia 2025 Opening Year Build Intersection Level of Service ....................................40 

Table 13. City of Rancho Cucamonga 2025 Opening Year Build Intersection Level of Service ..................40 

Table 14. City of Hesperia 2025 Opening Year Intersection Level of Service Comparison (No Build 

vs. Build Conditions) .................................................................................................................42 

Table 15. City of Rancho Cucamonga 2025 Opening Year Intersection Level of Service 

Comparison (No Build vs. Build Conditions) .............................................................................43 

Table 16. 2025 Opening Year Ramp Queuing Comparison (No Build vs. Build Conditions).......................46 

Table 17. 2025 Opening Year Calculation of Vehicles Removed from I-15 Under Build Conditions..........51 

Table 18. Aggregate Annual VMT Reduction from Diversion from Automobiles (2025 Opening 

Year)..........................................................................................................................................53 

Table 19. Aggregate Annual VMT from Induced Travel (2025 Opening Year)............................................54 

Table 20. City of Hesperia 2045 Horizon Year Build Intersection Level of Service .....................................56 

Table 21. City of Rancho Cucamonga 2045 Horizon Year Build Intersection Level of Service ...................56 

Table 22. City of Hesperia 2045 Horizon Year Intersection Level of Service Comparison (No Build 

vs. Build Conditions) .................................................................................................................59 

Table 23. City of Rancho Cucamonga 2045 Horizon Year Intersection Level of Service Comparison 

(No Build vs. Build)....................................................................................................................60 

Table 24. 2045 Horizon Year Ramp Queueing Comparison (No Build vs. Build Conditions) ......................62 

Table 25. Year 2045 Calculation of Vehicles Removed from I-15 Under Build Conditions.........................67 

Table 26. Aggregate Annual VMT Reduction from Diversion from Automobiles (2045) ...........................68 

Table 27. Aggregate Annual VMT from Induced Travel (2045) ..................................................................68 

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Table 28. Project Fair Share Contribution to Intersections Operating at LOS E or F in No Build 

Condition ..................................................................................................................................70 

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Abbreviations and Acronyms 

a.m. ante meridiem (before midday) 

AM morning 

ARRIVE Advanced Regional Rail Integrated Vision – East

AVO average vehicle occupancy 

Caltrans California Department of Transportation 

CHP California Highway Patrol 

CMP Congestion Management Program 

EB eastbound 

EBL eastbound left 

EBR eastbound right 

EBT eastbound through 

FHWA Federal Highway Administration 

FRA Federal Railroad Administration 

FTA Federal Transit Administration 

GHG greenhouse gas 

HSR high-speed rail 

I- Interstate 

LDIGR Local Development Intergovernmental Review 

LOS level of service 

MOU memorandum of understanding 

mph miles per hour 

NB northbound 

NBL northbound left 

NBR northbound right 

ONT Ontario International Airport 

OWSC one-way stop-controlled 

p.m. post meridiem (after midday) 

PM afternoon 

RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy 

SANBAG San Bernardino Associated Governments 

SB southbound 

SBCTA San Bernardino County Transportation Authority 

SBL southbound left 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 v 
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SBR southbound right 

SBT southbound through 

SCAG Southern California Association of Governments 

SCORE Southern California Optimized Rail Expansion 

SCRRA Southern California Regional Rail Authority 

SR State Route 

TCA temporary construction areas 

TRB Transportation Research Board 

US/U.S. United States 

USDOT United States Department of Transportation

VMT vehicle miles traveled 

VVTA Victor Valley Transit Authority 

WB westbound 

WBL westbound left 

WBR westbound right 

WBT westbound through 

vi TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

1. Introduction

DesertXpress Enterprises, LLC (dba “Brightline West”) proposes to construct and operate the 

Cajon Pass High-Speed Rail Project (Project), a 49-mile train system reaching a top speed of 

approximately 140 miles per hour (mph) between Victor Valley and Rancho Cucamonga, 

California. The Project includes two railway stations—one in Hesperia, and one in Rancho 

Cucamonga. The station in Victor Valley would be constructed as part of a separate project that 

was evaluated in the DesertXpress Final Environmental Impact Statement (Final EIS; FRA 2011). 

The Project would be powered by overhead electric catenary within the I-15 right-of-way for 

48 miles and on existing transportation corridors for the last mile into the proposed Rancho 

Cucamonga station. The Project would require construction of one new substation in the 

Hesperia area. The maintenance facility that was evaluated for the Brightline West Victor Valley 

to Las Vegas High-Speed Passenger Rail Project would provide the primary maintenance 

functions, although layover tracks are anticipated at the Rancho Cucamonga station, which 

could include light maintenance capability, such as interior cleaning and daily inspection (FRA 

2020). 

Trains are expected to operate daily on 45-minute headways between Victor Valley and Rancho 

Cucamonga. The trip between Victor Valley and Rancho Cucamonga would be approximately 

35 minutes. Service would be coordinated with existing and planned Metrolink service at the 

Rancho Cucamonga station to provide a convenient connection between the high-speed rail 

(HSR) and commuter rail systems. 

The Project would be constructed and operated under a lease agreement with the California 

Department of Transportation (Caltrans) for the use of the I-15 right-of-way and the station at 

Hesperia. Brightline West would secure additional agreements for Right-of-Way Use, Design & 

Construction Oversight and Reimbursement, and Operations & Maintenance, as necessary. For 

the last mile of the Project, from I-15 to the Rancho Cucamonga station, there will be 

agreements with the City of Rancho Cucamonga and the San Bernardino County Transportation 

Authority (SBCTA) for land rights, construction, and operations and maintenance. 

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2. Project Description

DesertXpress Enterprises, LLC (dba “Brightline West”) proposes to construct and operate the 

Cajon Pass High-Speed Rail Project (Project), a 49-mile train system reaching a top speed of 

approximately 140 miles per hour (mph) between Victor Valley and Rancho Cucamonga, 

California. The Project includes two railway stations—one in Hesperia, and one in Rancho 

Cucamonga. The connecting station in Victor Valley would be constructed as part of a separate 

project that was evaluated in the DesertXpress Final Environmental Impact Statement (Final EIS, 

FRA 2011). 

The Project would be constructed within the Interstate 15 (I-15) right-of-way for 48 miles and 

on existing transportation corridors for the last mile into the proposed Rancho Cucamonga 

station. The Project would be powered by overhead electric catenary and require construction 

of one new traction power substation (TPSS) in the Hesperia area. The maintenance facility that 

was evaluated for the Brightline West Victor Valley High-Speed Rail (HSR) Passenger Project 

would provide the primary maintenance functions, although layover tracks are anticipated at 

the Rancho Cucamonga station, which could include light maintenance capability, such as 

interior cleaning and daily inspection. 

Trains are expected to operate daily on 45-minute headways between Victor Valley and Rancho 

Cucamonga. The trip between Victor Valley and Rancho Cucamonga would be approximately 

35 minutes. Service would be coordinated with existing and planned Metrolink service at the 

Rancho Cucamonga station to provide a convenient connection between the HSR and 

commuter rail systems. 

The Project would be constructed and operated under a lease agreement with the California 

Department of Transportation (Caltrans) for the use of the I-15 right-of-way and the station at 

Hesperia. Brightline West would secure additional agreements with Caltrans for Right-of-Way 

Use, Design & Construction Oversight and Reimbursement, and Operations & Maintenance, as 

necessary. For the last mile of the project from I-15 to the Rancho Cucamonga Station, there 

will be Agreements with the City of Rancho Cucamonga and the San Bernardino County 

Transportation Authority (SBCTA) for land rights, construction, operations and maintenance. 

2.1. Background 

Early Project coordination for HSR service from Victor Valley to Rancho Cucamonga began in 

2020, with Brightline West meeting with the San Bernardino County Transportation Authority 

(SBCTA) to examine a connection between Victor Valley and Rancho Cucamonga. This meeting 

resulted in a memorandum of understanding (MOU) that was fully executed in July 2020 

between Brightline West and SBCTA to study the potential of building HSR within the I-15 rightof-way between Victor Valley and Rancho Cucamonga. A separate MOU was executed in 

September 2020 between Brightline West and the Southern California Regional Rail Authority, 

which operates Metrolink, for connection to the existing Metrolink station in Rancho 

Cucamonga. Additionally, the California State Transportation Agency (CalSTA), Caltrans, the 

California High-Speed Rail Authority, and Brightline West have executed an MOU regarding the 

Project. These MOUs reflect both the regional and statewide interest and value in the Project, 

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including interconnectivity opportunities, and outlines how the parties will work together to 

advance their shared interest in the success of the Project. 

2.2. Project Area 

The Project would construct and operate a 49-mile train system capable of speeds up to 

approximately 140 mph between Victor Valley, California, and Rancho Cucamonga, California. 

The Project includes two new railway stations: one Hesperia and one in Rancho Cucamonga. 

The proposed rail alignment would be located within the median of the I-15 freeway between 

Victor Valley and Rancho Cucamonga, except for the last mile approaching the proposed 

Rancho Cucamonga station. The Project area is depicted in 

Figure 1.

2.3. Purpose of and Need for the Project 

2.3.1. Purpose

The purpose of the Project is to provide reliable and safe passenger rail transportation between 

the Los Angeles metropolitan region and the High Desert of San Bernardino County. The Project 

would provide a convenient, efficient, and environmentally sustainable alternative to 

automobile travel on the highly congested I-15 freeway. The Project would add capacity to the 

overall transportation system by introducing a new HSR service from Victor Valley to Rancho 

Cucamonga. The Project would reduce travel time, improve reliability, and increase the mobility 

options for travel between metropolitan regions. Travel time from Victor Valley to Rancho 

Cucamonga for Project users would be approximately 30 percent faster during normal 

conditions and at least twice as fast during congestion peak periods. The Project would reduce 

automobile vehicle miles traveled (VMT), resulting in a corresponding reduction in greenhouse 

gas (GHG) and air quality emissions. 

2.3.1.1. Multi-Modal Use of the I- 15Corridor

Operation of the Project would significantly increase the capacity of I-15 as a multi-modal 

corridor in Southern California. This increase in capacity would benefit freeway operations by 

providing an alternative to automobile travel that would reduce travel time. This shift of people 

from automobile to train travel along the I-15 corridor would reduce the need for programmed 

and/or planned freeway improvement and widening projects. 

2.3.2. Need

The Project is needed to address transportation capacity deficiencies, major points of 

congestion, limited travel mode choices, safety deficiencies, and reduce GHG emissions.

Travel demand analysis completed on behalf of the Project forecasts 49.1 million one-way trips

between Southern California and Las Vegas in 2025, with approximately 85 percent of travelers

making the trip by automobile. Most of these trips use the Cajon Pass segment of the I-15, 

which is capacity-constrained. Further, the freeway system leading into the I-15 from points 

west, east, and south, including I-10, State Route 210 (SR-210), I-215 and SR-60 have similar 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 3 
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delays and capacity constraints. The Project would address this demand by providing a 

transportation alternative to vehicle travel, and it would allow access to the Brightline West 

service from the Greater Los Angeles and the Riverside-San Bernardino-Ontario Metropolitan

areas, as well as points beyond, with a connection to the Metrolink system in Rancho 

Cucamonga. 

The Project would also support federal and state policies focused on climate change and the 

need to reduce VMT and associated GHG emissions. 

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Figure 1. Project Area and Vicinity Map 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 5 
2.3.2.1. Capacity Constraints 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

I-15 through the Cajon Pass is one of the most congested segments of I-15, with no alternative 

routes that provide comparable direct road travel capability because of the mountainous 

topography. Through the Cajon Pass, I-15 supports daily workforce commuters, recreational 

travel, and regional and interstate freight and goods movement. According to the traffic study 

prepared for the I-15 Corridor Project Initial Study/Environmental Assessment (Caltrans and 

SBCTA 2018), unreliability in travel time along segments of I-15 and surrounding roadways is 

caused by roadway capacity constraints, frequent accidents, and various factors that cause 

unanticipated congestion. Travelers using the Project would no longer need to drive through 

the most congested parts of the corridor in the Cajon Pass for interstate or commuter trips, 

thereby avoiding driving next to many large freight trucks, idling and inefficient stop-and-go 

traffic conditions. 

By 2045, travel speeds are expected to decrease on all but one segment of I-15 between the 

San Bernardino Valley and Apple Valley in the AM peak period, and travel speeds on most 

segments would also decrease—some by more than 10 mph—in the PM peak period (SCAG 

2020). Based on the Project Report for the I-15 Corridor Study (addition of express lanes), traffic

volumes on I-15 between I-10 and SR 210 are expected to increase in the range of 31 to 

38 percent from 2014 to 2045. The Project Report states the existing level of service (LOS) is 

acceptable in most locations but that there are bottlenecks in each direction of travel that 

degrade traffic operation, especially between Baseline Road and SR 210. Because the express 

lane project is increasing capacity by adding express lanes, the traffic volumes are projected to 

increase by an additional 27 percent. The Project Report further mentions that, although the 

express lane project would improve conditions in the general purpose lanes in many segments, 

it would cause the segment between the I-10 and Fourth Street to worsen in the PM peak hour 

(both directions). In the AM peak hour, the segment between Arrow Route and Fourth Street 

would worsen in the southbound direction. The segment between Baseline Road and SR-210 

would continue to operate at over capacity conditions in all scenarios. 

SCAG’s Connect SoCal Goods Movement Technical Report identifies I-15 as part of the 

U.S. Department of Transportation’s (USDOT) Primary Highway Freight Network and among the

network segments that carry the highest volumes of truck traffic in the region. It also identifies 

the entirety of the Cajon Pass as a truck bottleneck, with over 15,000 annual vehicle hours of 

delay. 

As documented above, given the attractiveness of the origins and destinations, the 

transportation capacity constraints on I-15 as described in current and predicted average daily 

traffic (ADT) and LOS limit reasonable highway access between Rancho Cucamonga, Hesperia, 

and Victor Valley. 

2.3.2.2. Travel Demand 

The anticipated substantial increases in population, housing, and employment in San 

Bernardino County will result in greater demand for transportation facilities and services, 

including increased travel demand that will result in congestion on roadways if capacity does

not keep up with the demand. The proposed Hesperia station would provide convenient 

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connections between High Desert communities and the more urbanized San Bernardino Valley

and Metropolitan Los Angeles. The High Desert provides lower cost housing options for 

Southern California residents, while the Rancho Cucamonga/Ontario area around Ontario 

International Airport (ONT) has become a significant employment center. 

SCAG forecasts, in its 2020-2045 Regional Transportation Plan/Sustainable Communities 

Strategy (RTP/SCS), that the population of San Bernardino County will grow to 2,815,000 by 

2045, a 29 percent increase from the U.S. Census Bureau’s 2018 population estimate of 

2,180,085, and that the number of households will grow to 875,000, a 39 percent increase over 

the 2018 household estimate of 630,633 (U.S. Census Bureau 2020). Additionally, the 2020-

2045 RTP/SCS forecasts employment in San Bernardino County will increase to 1,064,000 by 

2045, a 72 percent increase from the U.S. Census Bureau’s estimate of 617,828 in 2018. 

While the proposed Victor Valley station site would be located at the convergence of all the 

highways en route to Las Vegas for Southern California travelers, the Rancho Cucamonga 

station would be closer to major population centers in Southern California. Compared to the 

Victor Valley station, the proposed HSR station in Rancho Cucamonga, located about 45 miles 

east of Downtown Los Angeles, would provide more direct access to the densely populated 

centers in Southern California for both drivers and Metrolink riders; 87 percent of the potential 

market for trips between Las Vegas and Southern California (equivalent to 42.7 million of the 

one-way, in-scope trips in 2025) live within 75 miles of the location of the proposed Rancho 

Cucamonga station. The Rancho Cucamonga station would also provide a connection to the 

Tunnel to ONT project, facilitating access to ONT for air travelers traveling to and from the High 

Desert. 

The proposed station in Rancho Cucamonga, with a Metrolink connection to Los Angeles, would 

further meet the forecasted demand of the 49.1 million one-way trips between Las Vegas and 

Southern California estimated in 2025. Similarly, the proposed Hesperia station would be at the 

convergence of US Highway 395 (US-395) and I-15, so it would serve commuters to Greater Los 

Angeles from the major corridors in the Victor Valley. 

The Project would also support SCAG’s Connect SoCal Passenger Rail Technical Report, which 

identifies closing connectivity gaps as a major strategy to increase mobility and improve 

sustainability. The Project would facilitate transit connections and would allow residents of the 

Greater Los Angeles and the Riverside-San Bernardino-Ontario Metropolitan areas to travel 

exclusively by mass transit and passenger rail to and from the High Desert of San Bernardino 

and connect to the BLW station at Victor Valley for a connection to Las Vegas. Southern 

California residents could take the Los Angeles Metro rail, regional bus systems, Amtrak, or 

Metrolink to Los Angeles Union Station to connect via the Metrolink San Bernardino Line to the 

Rancho Cucamonga station. Residents could also take the planned West Valley Connector Bus 

Rapid Transit service that will operate between the Pomona station on the Metrolink Riverside 

Line in eastern Los Angeles County and the Rancho Cucamonga station. While still in early 

planning and design stages, the planned Tunnel to ONT project may provide an additional 

connection from the Rancho Cucamonga station to the Ontario International Airport. 

Additionally, SBCTA and SCAG’s 2015 Advanced Regional Rail Integrated Vision – East (ARRIVE) 

Corridor plan proposes strategies for transitioning the Metrolink San Bernardino Line, which 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 7 
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would serve the Rancho Cucamonga station, from a traditional commuter rail line to one that 

promotes transit-oriented development. Improvements to Metrolink, its transit connections, 

and additional development of the station areas with transit-supportive uses at greater 

densities and intensities will encourage the formation of areas that are walkable and that 

provide mobility options in the region. The Project would further the goals of the ARRIVE 

Corridor plan by increasing the activity centers that can be accessed by Southern California’s 

rail network. Additionally, the Southern California Optimized Rail Expansion (SCORE) program is 

intended to increase speeds, reliability, and capacity on Metrolink lines, including on the San 

Gabriel Subdivision which serves the Rancho Cucamonga station. 

In 2010, the San Bernardino Associated Governments (the predecessor agency to SBCTA) 

completed the Victor Valley Long Distance Commuter Needs Assessment, which identified a 

phased set of commuter improvement projects. Those projects ranged from expanded park and 

ride facilities to an express bus service linking the Victor Valley area of the High Desert to the 

Rancho Cucamonga Metrolink station. In 2017, SCAG and SBCTA amended the Transportation 

Improvement Program to include an expansion of the Hesperia Park & Ride area at Joshua 

Street from 188 spaces to nearly 400 spaces in 2022. The Joshua Street Park & Ride is next to 

the Project’s proposed station in Hesperia. Such commuter-focused planned improvements 

highlight the need for travel options that reduce the number of single occupancy automobiles 

on I-15 in San Bernardino County, particularly through the Cajon Pass. 

FHWA’s Southern California Regional Freight Study (USDOT 2020) identifies I-15 as a major 

interstate highway corridor that provides access to the interior of the United States for goods 

arriving at the ports of the Los Angeles region and ranks it among the highest truck volume 

corridors in the western United States. Caltrans’ 2015 Interregional Transportation Strategic 

Plan identifies I-15 as a high priority corridor, among six nationally identified “Corridors of the 

Future,” and a “vital link between Mexico, Southern California, and locations to the north and 

east of the region.” I-15 also connects Southern California and the southwestern United States 

to the San Joaquin Valley’s agricultural goods via SR-58. By providing passenger rail capacity in 

the corridor, the Project would help maintain freeway capacity for truck freight use by 

removing passenger vehicles from the roadway network. 

2.3.2.3. Safety 

Alternatives to automobile travel would provide improved safety conditions on the I-15 corridor 

with diversion of vehicle trips to HSR. On a national level, comparing miles traveled via 

commercial aircraft, train, and automobiles on highways, auto travel on highways has by far the 

highest rate of passenger fatalities per mile traveled. In 2019, the average rate of passenger 

fatalities from highway travel was more than 75 times the comparable rate for travel by air and 

34 times the comparable rate by rail. For 2016, the Bureau of Transportation Statistics’ National 

Transportation Statistics (USDOT 2018) reported a rate of passenger fatalities per 100 million 

passenger miles traveled by highway nearly 10 times greater than the rates for travel by air or 

rail. HSR is one of the safest forms of travel. 

The California Office of Traffic Safety ranks San Bernardino County 16th-worst out of 58 counties 

for total fatal and injury crashes in 2018 (the most recent year of data available). According to 

the University of California, Berkeley, and SafeTREC’s Transportation Injury Mapping System, 

8 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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there were 819 collisions with one or more deaths or injuries along I-15 in San Bernardino 

County in 2019. Of these, nearly one quarter (199) occurred in the 12 miles of the Cajon Pass, 

although the Cajon Pass accounts for only 6.5 percent of the length of I-15 in the county. 

A study by the I-15 Mobility Alliance found that the segment of I-15 from I-215 in San 

Bernardino to I-40 in Barstow had a fatality rate 0.009 per million VMT, well above the 

alliance’s performance goal of 0.003 fatalities per million. By connecting the Victor Valley to 

Rancho Cucamonga, the Project would allow more travelers to stay off segments of I-15. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 9 
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3. Alternatives

3.1. Build Alternative 

The Build Alternative (i.e., the Project) consists of a proposed HSR passenger railway with 

associated infrastructure, including two proposed passenger stations. Nearly all of the Project 

would be built within the I-15 right-of-way. Near the proposed southern terminus station in 

Rancho Cucamonga, approximately 1 mile of the rail alignment would be in city street, railroad,

or utility rights-of-way. 

The proposed rail alignment would be located in the median of the I-15 freeway between Victor 

Valley and Rancho Cucamonga except at the approach to the proposed Rancho Cucamonga 

station. The rail alignment would be predominately at grade (the same elevation as the existing 

freeway), with select segments of the alignment on aerial structures or in a trench to allow for 

grade separations (including 4 BNSF and 3 UP railroad crossings) and to provide a safe incline 

for train operation. The rail alignment would be predominantly single-track, with limited 

double-track segments in Victor Valley (2.6 miles including 0.9 miles constructed as part of the 

DesertXpress High-Speed Passenger Train Project), Hesperia (5.5 miles), and Rancho 

Cucamonga (2 miles). This would allow for 45-minute headways in the opening year between 

Victor Valley and Rancho Cucamonga and with additional infrastructure, 22.5-minute headways 

by year 11. These headways, along with the ability to couple trains (double passenger capacity), 

would address projected ridership needs for the foreseeable future. 

For analytical purposes, the Build Alternative is described in three sections. Sections were 

developed to reflect similarly developed areas with similar environmental sensitivity. The 

sections include: 

• Section 1: High Desert – from the Victor Valley station, continuing south along I-15, to 

the I-15/Oak Hill Road interchange in Hesperia 

• Section 2: Cajon Pass – from the I-15/Oak Hill Road interchange, continuing south along 

I-15, through the Cajon Pass, to the I-15/Kenwood Avenue interchange 

• Section 3: Greater Los Angeles – from the I-15/Kenwood Avenue interchange in San

Bernardino, continuing south along I-15, through the existing Metrolink station in 

Rancho Cucamonga to Haven Avenue 

3.1.1. Section 1 – High Desert 

The proposed rail alignment would connect to the DesertXpress High Speed Train alignment 

approximately one mile south of the Victor Valley station in Apple Valley. The Victor Valley 

station was proposed by the DesertXpress High Speed Train Project (DesertXpress Project) and 

approved in 2011 and modified by the re-evaluation in 2020. The rail alignment throughout 

Section 1 would be predominantly single track; however, the rail alignment would be doubletrack for approximately 2.6 miles north of Stoddard Wells Road to the northern terminus of the 

alignment as it approaches the train platforms of the Victor Valley station. The Project would 

include a new structure over the existing CEMEX railroad bridge. Based on future discussion 

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with CEMEX, the existing railroad bridge may be reconstructed as part of the DesertXpress 

project, in which case the alignment would run at-grade in the median under the railroad 

bridge. 

Brightline West would build a new Southbound on-ramp and bridge at South Stoddard Wells 

Road to replace similar existing facilities further south.1 This in-turn would require 

modifications of I-15 up to and including the Mojave River crossing. 

At the Mojave River, a new rail bridge would be constructed within the median of I-15. the 

existing I-15 bridge would be widened to accommodate the rail line. The alignment would then 

continue at grade in the I-15 median with minor roadway widenings for the remainder of 

Segment 1. This portion of the alignment would interface with the following interchanges: 

Stoddard Wells Road North, Stoddard Wells Road South, D Street/E Street, Mojave Drive, Roy 

Rogers Drive/Hook Road, Palmdale Road, La Mesa Road/Nisqualli Road, Bear Valley Road, Main 

Street/Phelan Road, Joshua Street, US-395, Ranchero Road, and Oak Hill Road. 

A new substation would be constructed to support the Project along I-15, between Mesa Street 

and Mojave Street. The area is currently largely undeveloped, other than existing overhead 

power lines and utility access. 

Hesperia Station

Section 1 includes a new passenger station in Hesperia, at the I-15/Joshua Street interchange. 

This station would serve daily travelers between the High Desert of San Bernardino County and 

the Los Angeles Basin. This would be a limited service for select southbound AM and 

northbound PM weekday on selected Brightline train coaches. The northbound on-ramp to 

Joshua Street would be realigned closer to the freeway, and station parking would be on the 

north side of Joshua Street. Parking would be accessed at the location of the existing 

northbound ramp intersection. To accommodate the rail alignment, the existing US-395 

northbound connector and the existing Joshua Street bridge would be replaced. The Joshua 

Street bridge would be reconstructed at a higher elevation, requiring raising of the I-15 ramps 

and Mariposa Road. The passenger platform would be located within the I-15 median, with 

direct access from the reconstructed Joshua Street bridge at the southern end of the 5.5-mile 

double-track segment in Hesperia. Parking for the Hesperia station is proposed to the 

southwest of the station platform, between US-395 and I-15. The Project design includes 

adequate parking areas to accommodate parking demand in the opening year. 

Design Elements 

Segment 1 of the Project includes the following design elements. 

• Reconstructions/Interchange Modifications: Widening portions of the I-15 freeway and

modifications to interchanges at Stoddard Wells Road southbound off-ramp, D Street/E

Street, Mojave Drive, Roy Rogers Drive/Hook Road, Palmdale Road, La Mesa 

Road/Nisqualli Road, Bear Valley Road, Main Street, Phelan Road, US-395, Ranchero 

Road, Oak Hill Road, and Joshua Street 

1 These improvements would be consistent with Caltrans’ planned Interstate 15 Interchange Reconstruction (D Street, E Street, Stoddard Wells 

Road, and Mojave River Bridge) project, which was originally analyzed under an Initial Study / Environmental Assessment in 2008. 

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• New Substation: Construction of a new substation along I-15 between Mesa Street and 

Mojave Street 

• Station Area: Hesperia station platform, station access/infrastructure, surface parking 

lot accommodating approximately 360 vehicles in addition to the existing 400-space 

parking lot, bus pick up/drop off areas, Kiss and Ride 

3.1.2. Section 2 – Cajon Pass 

Beginning at the I-15/Oak Hill Road interchange and traveling south, the alignment would run 

on the west side of the I-15 northbound lanes at grade and within the existing I-15 right-of-way. 

In this area, the I-15 runs through the San Bernardino National Forest for approximately 

12 miles. The rail alignment throughout Section 2 would be entirely single-track. The Project 

would require replacement of California Highway Patrol (CHP) emergency crossovers where the 

new guideway would block existing crossovers. Four new crossovers would be placed to take 

advantage of existing CHP access between the separated I-15 alignments in the following 

locations: 

• West of Forestry Road crossing the northbound lanes. 

• Approximately 1.25 miles in the southbound direction along I-15 from the crossover 

near Forestry Road, across the northbound lanes. 

• West of the Baldy Mesa (Trestles) OHV Staging Area, across the northbound lanes. 

• West of Perdew Canyon and approximately 1.25 miles north of Mathews Ranch Road, 

across both the north and southbound lanes. 

The alignment would remain at grade throughout Segment 2. 

Where I-15 northbound and southbound lanes reconnect at the foot of the Cajon Pass, the rail 

alignment would be within the I-15 median. This would require widening portions of the I-15 

freeway and minor realignment of ramps at the I-15/SR-138 interchange. 

Design Elements 

Segment 2 of the Project includes the following design elements. 

• Bridges/Viaducts: None 

• Reconstructions/Interchange Modifications: Widening portions of the I-15 freeway 

including several miles of retained fill, and realignment of ramps at the I-15/SR-138 

interchange 

• Other Facilities: CHP emergency crossovers 

3.1.3. Section 3 – Greater Los Angeles 

Beginning at the Kenwood Avenue interchange, the proposed rail alignment would continue at 

grade in the I-15 median. At the I-15/I-215 interchange, the alignment would continue between 

the divided I-15 freeway at the same elevation as the freeway including the Devore interchange 

viaduct, curving to the southwest parallel to freeway. The rail alignment would require I-15 

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freeway and interchange ramp modifications at Baseline Avenue, SR-210, Beech Avenue,

Duncan Canyon Road, Sierra Avenue, and Glen Helen Parkway. 

The rail alignment would transition to an aerial alignment and elevate over the I-15 southbound 

lanes south of Church Street and cross at Foothill Boulevard. The alignment would continue 

along the west side of the I-15 freeway on an elevated alignment to enter the San Gabriel 

Subdivision and Eighth Street corridor. The alignment would transition onto an aerial structure 

and would turn west, running parallel to and partially within the existing rail corridor and 

partially within the Eighth Street right-of-way before entering the existing Rancho Cucamonga 

Metrolink station area on an elevated structure. The rail alignment would maintain a singletrack configuration prior to the existing the freeway median south of Church Street, where it 

would transition to a double-track configuration for the remaining distance of 2 miles to the 

Rancho Cucamonga station. At the Rancho Cucamonga station, an elevated station with a 

center platform and tracks on either side would be constructed parallel to and above the 

existing eastbound Metrolink platform, extending over Milliken Avenue. A new parking 

structure is proposed at Rancho Cucamonga station and would replace existing surface parking 

to accommodate increased parking demand. The Project design includes adequate parking 

areas to accommodate parking demand in the opening year. 

Design Elements 

Segment 3 of the Project includes the following design elements. 

• Bridges/Viaducts: Viaduct of approximately 3.5 miles to cross I-15 southbound lanes and 

along existing rail corridor near Rancho Cucamonga station 

• Reconstructions/Interchange Modifications: I-15 freeway and interchange ramp 

modifications at SR 210, Beech Avenue, Duncan Canyon Road, and Glen Helen Parkway 

• Station: Dedicated Brightline station adjacent to the existing Rancho Cucamonga 

Metrolink station, with vertical circulation down to the platform, shared access with 

existing Metrolink station, a shared parking structure for vehicles, and a bus plaza 

3.2. Construction 

In general, construction activities would consist of clearing, grading, excavation, placing fill, 

stockpiling materials, constructing bridges and walls, installing drainage, installing sub-ballast 

and subgrade, placing and anchoring railroad ties, placing ballast material, and tamping ballast, 

constructing stations, substations, mobilization and demobilization. Construction equipment 

would likely include dump trucks, excavators, loaders, cranes, water trucks, backhoes, scrapers, 

rollers, ballast tampers, concrete trucks, and drill rigs. 

For new and reconstructed overpasses and bridges, construction activities would include 

clearing, grubbing, demolition of existing structures, excavation and drilling for foundations, 

concrete pouring, formwork and rebar placement for foundations, falsework installation, 

construction of bridge decking, placement of ballast and ties, mobilization and demobilization. 

Most construction activities would occur on Caltrans right-of-way. Some, for the rail stations 

and power substations, would occur on public property owned by the City of Rancho 

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Cucamonga, SBCTA, or State of California. Temporary construction areas, or TCAs, are 

properties that would be temporarily utilized for construction staging and storage. The Project 

would require TCAs along the alignment between Victor Valley and Rancho Cucamonga. 

14 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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4. Methodology 

4.1. Relevant Regulations, Plans, and Policies 

The following Federal, state, and local regulations, policies, and plans were reviewed to 

evaluate potential project-related effects on transportation: 

Traffic Safety Bulletin 20-02-R1 Interim Local Development Intergovernmental Review Safety 

Review (LDIGR) Practitioners Guidance (Caltrans 2020) 

The guidance provided in this bulletin is for practitioners and consultants conducting safety 

reviews for proposed projects affecting the State Highway System. The guidance notes that “if 

the Project adds two or more car lengths to the ramp queue in the peak hour that will extend 

into the freeway mainline, then the location must be reviewed for traffic safety impacts which 

include a review for speed differential between the off‐ramp queue and the mainline of the

freeway during the same peak hour.”

San Bernardino County Congestion Management Program (CMP): The San Bernardino County 

Congestion Management Program (SANBAG 2016), most recently updated in 2016, prescribes a 

uniform approach for the analysis of traffic impacts for jurisdictions within the County. Since its 

inception in 1992, the CMP has recognized that traffic delay and congestion are the result of 

both existing traffic and new development. Therefore, in addition to establishing standardized 

analysis methodologies, the CMP has always included procedures for calculating the “fair 

share” contribution that a proposed project should make toward the mitigation of traffic 

impacts. Initially, this process included identification of conceptual improvements, 

development of cost estimates for those improvements, and then an allocation to project its 

fair share of those costs, based on the Project’s contribution to traffic growth. The mitigation 

for project impacts was the payment of the fair share amount. 

With the renewal of the Measure I transportation sales tax in 2004, San Bernardino Associated 

Governments (SANBAG), the predecessor agency to SBCTA, prepared a Nexus Study that 

identified regional transportation improvements necessary to reduce traffic congestion and 

delay in the county (SBCTA 2018). The Nexus Study recognized that traffic impacts are not 

confined within jurisdictional boundaries. Therefore, it established a procedure by which 

projects in San Bernardino Valley and Victor Valley jurisdictions would be required to make fair 

share contributions for capacity enhancements to the regional transportation system, including 

freeway interchanges, railroad grade separations, and regional arterial roadways, based on how 

much they would contribute to traffic growth for each improvement whose “traffic sheds” they 

are in. In calculating fair-share contributions, local jurisdictions may follow any “approach that 

is consistent with California law and that achieves the minimum fair share development 

contribution levels specified in the Nexus Study.” The Nexus Study (Appendix G to the CMP) 

was last updated in 2018, and both Rancho Cucamonga and Hesperia have adopted qualifying 

development mitigation programs. 

City of Rancho Cucamonga Traffic Impact Analysis Guidelines: These guidelines, updated in 

June 2020, describe the elements required for preparing traffic impact analyses consistent with 

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the San Bernardino County CMP. The adopted LOS standard is LOS E for all roadway segments 

and intersections included in the CMP. The guidelines also incorporate the city’s General Plan 

standard of LOS D for segments and intersections in the city not included in the CMP (Rancho 

Cucamonga 2021). 

City of Hesperia General Plan: The City of Hesperia’s General Plan Circulation Element 

Implementation Policy CI-2.1 establishes the City’s LOS standard as LOS D for most roadway

segments and intersections (Hesperia 2010). Consistent with the CMP, this policy also states 

that LOS E is acceptable during peak hours at freeway interchanges and on Bear Valley Road,

Main Street/Phelan Road, and US 395. 

4.2. Study Area 

The transportation analysis examines the potential effects of the Project on traffic patterns, 

VMT, parking, regional rail service, public transit service, and active transportation. The study 

area for each mode of transportation has been determined by where effects to each mode or 

metric might occur along parallel travel routes and in station areas as the result of the provision 

of new service, or near physical improvements where transportation facilities might be 

modified. 

The traffic analysis evaluates the I-15 freeway mainline as well as the local roadway and ramp 

intersections serving the proposed station sites in Rancho Cucamonga and Hesperia. 

The station areas around the Brightline West High-Speed Passenger Train Project between 

Victor Valley and Las Vegas are not included in the study area. With the addition of the Cajon 

Pass High-Speed Rail Project, vehicular traffic at the Victor Valley station would be reduced, as 

many passengers would opt to access the rail system at Rancho Cucamonga rather than at 

Victor Valley. Vehicular traffic would not change at the Las Vegas station during the peak 

periods included in the traffic study because, with the Victor Valley to Las Vegas project alone, 

trains would arrive and depart Las Vegas station at full capacity. 

The study area for the intersection analysis includes the following 16 intersections around the 

Hesperia and Rancho Cucamonga stations. Figure 2 and Figure 3 illustrate the location of the 

intersections near the two stations. 

1. US 395/Joshua Street (Hesperia station) 

2. I-15 southbound off-ramp/Joshua Street (Hesperia station) 

3. I-15 northbound on-ramp/Joshua Street (Hesperia station) 

4. Mariposa Road/Joshua Street (Hesperia station) 

5. Milliken Avenue/SR 210 westbound ramps (Rancho Cucamonga station) 

6. Milliken Avenue/SR 210 eastbound ramps (Rancho Cucamonga station) 

7. Milliken Avenue/Foothill Boulevard (Rancho Cucamonga station) 

8. Milliken Avenue/Azusa Court (Rancho Cucamonga station)

9. Milliken Avenue/7th Street (Rancho Cucamonga station) 

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10. Milliken Avenue/4th Street (Rancho Cucamonga station) 

11. Milliken Avenue/I-10 westbound ramps (Rancho Cucamonga station) 

12. Milliken Avenue/I-10 eastbound ramps (Rancho Cucamonga station) 

13. I-15 southbound ramps/Foothill Boulevard (Rancho Cucamonga station) 

14. I-15 northbound ramps/Foothill Boulevard (Rancho Cucamonga station) 

15. I-15 southbound ramps/4th Street (Rancho Cucamonga station) 

16. I-15 northbound ramps/4th Street (Rancho Cucamonga station) 

Figure 2. Hesperia Station Study Intersections

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Figure 3. Rancho Cucamonga Station Study Intersections 

The analysis of the two station sites also includes effects on parking, transit, regional rail, and 

active transportation. Both stations would include areas for public parking and passenger dropoff/pick-up activity, including “kiss-and-ride” and taxi/transportation network company loading 

and idling. Bus bays and curb space would also be provided to accommodate public transit 

boarding/alighting and layover. 

The study area for transit and regional rail includes routes, stations, and stops with a direct 

interface with project stations or that provide a parallel service to the Project. These include 

18 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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any bus or rail services that stop at or within walking distance (0.25 mile) of the proposed 

Hesperia or Rancho Cucamonga stations or that use the I-15 corridor. The “Resort” masterplanned community will construct a new residential community west of the Rancho Cucamonga 

station, extending south from the Metrolink corridor across 6th Street to 4th Street. The 

community includes an internal roadway (“The Vine”) that will be a two-lane roadway with 

multiple roundabouts. Since most of the traffic to the Rancho Cucamonga station will be 

regional traffic, and 6th Street does not have connections to either I-10 or I-15, traffic accessing 

the station from the west is expected to use either I-10 or 4th Street and then Milliken Avenue. 

For this reason, no analysis is included for this new potential connection or associated 

intersections. 

The study area for active transportation includes roadways and paths with direct access to the 

station sites. For the Rancho Cucamonga station, these include Milliken Avenue, 7th Street, 

Azusa Court, and “The Vine” (a future roadway serving the planned development adjacent to 

the station). For the Hesperia station, these include Joshua Street and US 395. 

4.3. Methods Used 

4.3.1. Traffic Analysis 

The Project has an anticipated Opening Year of 2025; hence, a future Horizon Year of 2045 has 

been chosen for analysis as it would be 20 years after the Project opens. The LOS analysis for 

intersections evaluates 2025 Opening Year and 2045 Horizon Year conditions under No Build 

and Build scenarios. Analysis periods include typical weekday AM and PM peak hours, as well as 

Friday and Sunday PM peak hours, to capture conditions that combine commuter traffic with 

peak traffic to and from Las Vegas. In addition, this technical report includes a discussion of the 

VMT-related effects of the Project. Some data on traffic volumes, background growth, and 

operations have been sourced from traffic analyses conducted by David Evans and Associates in 

November 2020. 

4.3.1.1. Level of Service 

Roadway operations and the relationship between capacity and traffic volumes are generally 

expressed in terms of LOS, which are reported as letter grades A through F. Table 1 shows the 

relationship between control delay and LOS for unsignalized and signalized intersections. 

Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic 

signal control. A complete description of LOS is presented in the Transportation Research 

Board’s (TRB) Highway Capacity Manual. For all study area intersections, the Highway Capacity 

Manual, 6th edition (TRB 2016), analysis methodologies were used to determine intersection 

LOS. 

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Table 1. Intersection Level of Service Description 

Level of Service 

Signalized Intersections 

Delay Thresholds, Seconds Per Vehicle 

Unsignalized Intersections 

Delay Thresholds, Seconds Per Vehicle 

A ≤ 10 ≤ 10

B > 10 and ≤ 20 > 10 and ≤ 15 

C > 20 and ≤ 35 > 15 and ≤ 25 

D > 35 and ≤ 55 > 25 and ≤ 35 

E > 55 and ≤ 80 > 35 and ≤ 50 

F > 80 > 50 

Source: Highway Capacity Manual, 6th edition (TRB 2016) 

4.3.1.2. Analysis Time Periods 

The time periods evaluated in this study include the weekday AM and PM commute peak hours 

(between 6:00 a.m. and 9:00 a.m. and 4:00 p.m. and 6:00 p.m.), as well as Friday PM (2:00 to 

5:00 p.m.), and Sunday PM (1:00 to 3:00 p.m.), corresponding to the primary times for leisure 

travel to Las Vegas. 

4.3.1.3. Analysis Scenarios 

This study evaluates analysis scenarios for the Cajon Pass High-Speed Rail Project for existing 

conditions, Project 2025 Opening Year No Build and Build conditions, and 2045 Horizon Year No 

Build and Build conditions. Each analysis scenario is described below. 

• Existing Condition (2020) – Existing year 2020 roadway configurations and traffic 

counts. 

• 2025 Opening Year No Build Condition – 2025 Opening Year background forecasts of 

population and employment through 2025 with existing roadway configurations without 

the Cajon Pass High-Speed Rail Project. No surface street or highway improvements are 

assumed to be implemented within the study area between Existing 2020 and 2025 

Opening Year conditions. 

• 2025 Opening Year Build Condition – 2025 Opening Year background forecasts of 

population and employment through 2025 plus Opening Year traffic generated by the 

Cajon Pass High-Speed Rail Project train stations at Hesperia and Rancho Cucamonga. 

The transportation network is assumed to be the same as 2025 Opening Year No Build 

conditions, but with the addition of the Project. The environmental consequences of the 

Project under this scenario are discussed under the Opening Year (2025) Effects section 

(Section 6.1.1). 

• 2045 Horizon Year No Build Condition – 2045 Horizon Year background forecasts of 

population and employment through 2045 with existing and planned roadway 

configurations without the Cajon Pass High-Speed Rail Project. This scenario includes 

the existing transportation network along with improvements that have been 

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committed and identified in the constrained plans in the SCAG 2020-2045 RTP/SCS, 

including the “Resort” planned development located west of the Rancho Cucamonga 

Metrolink station. One of the major projects included in the 2045 Horizon Year No Build 

conditions is the I-15 Express Lanes project that consists of two express lanes in each 

direction from Cantu-Galleano Ranch Road to SR 210 and one express lane in each 

direction from SR 210 to Duncan Canyon Road. 

• 2045 Horizon Year Build Condition – 2045 Horizon Year background forecasts of 

population and employment through 2045 plus Horizon Year traffic generated by the 

Cajon Pass High-Speed Rail Project stations at Hesperia and Rancho Cucamonga. The 

transportation network is assumed to be the same as 2045 Horizon Year No Build 

conditions, but with the addition of the Project. Since this scenario includes traffic 

generated by population and employment growth through 2045 and has a 20-year 

horizon from the opening year of the Project, the environmental consequences of the 

Project under this scenario are discussed under the Horizon Year (2045) Effects section 

(Section 6.1.2). 

4.3.1.4. Existing and Forecast Traffic Volumes 

Existing traffic volumes are based on traffic counts conducted in August 2020, except for the 

intersection of US 395/Joshua Street, which was counted in October 2019. The counts were 

conducted for four peak periods: weekday AM (6:00 to 9:00 a.m.), weekday PM (4:00 to 

6:00 p.m.), Friday PM (4:00 to 6:00 p.m.), and Sunday PM (4:00 to 6:00 p.m.). 

The year 2045 traffic No Build forecasts were derived using data from a variety of sources, 

including the SBCTA travel demand forecasting model and planning documents related to 

proposed improvements to I-15, including the I-15 Express Lanes project. The primary sources 

of data used in this study include: 

• SBCTA Travel Demand Forecasting Model 

• Caltrans’ Performance Measurement System (PeMS) Data

• I-15 Comprehensive Corridor Study (SCAG, SANBAG, and Caltrans 2005) 

• I-15 Corridor Project PA/ED (i.e., Project Approval/Environmental Document) Project 

Report, Volume I (SBCTA and Caltrans 2018) 

• Brightline West System Ridership Estimate (Rancho Cucamonga, Hesperia, Victor Valley) 

(Brightline West 2021) 

2025 Opening Year No Build forecasts were estimated from the annual growth rates derived 

from SBCTA’s travel demand forecasting model’s base year (2016) and horizon year (2040) 

applied to existing 2020 counts, then balanced along adjacent intersections within study 

corridors. 

Appendix A includes existing traffic count sheets and 2025 Opening Year and 2045 Horizon Year 

volume development worksheets. 

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4.3.1.5. Freeway Off-ramp Queuing Analysis (Safety Review) 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Since the Project is a transit project, it is expected that freeway mainline segments of I-15 

would experience a reduction in regional traffic due to the introduction of HSR service. Hence, 

the size of the reduction in freeway traffic volumes has been quantified, but no detailed 

freeway operational analysis has been conducted for the freeway mainline segments in the 

study area. 

Rail station areas are likely to experience increased traffic as the result of passengers arriving 

and departing the stations. To account for that potential effect on the state highway system, 

this report follows the guidance provided in a bulletin issued by Caltrans in December 2020 for 

practitioners and consultants conducting safety reviews for proposed projects affecting the 

State Highway System. Appendix A of the Caltrans Traffic Safety Bulletin 20-02-R1: Interim Local 

Development Intergovernmental Review (LDIGR) Safety Review Practitioners Guidance (Caltrans 

2020) was utilized as the methodology for the safety review. 

A freeway off-ramp queueing analysis was conducted to evaluate the operational safety effects 

of newly generated station traffic at ramp terminal intersections. Since the Project is expected 

to generate new trips that would use the state highway system (I-10, I-15, and SR 210) to access 

the proposed stations, there is a potential for existing queues at off-ramp locations to lengthen, 

spillback to mainline lanes, and pose a safety hazard related to speed differentials. The 

guidance notes that “if the Project adds two or more car lengths to the ramp queue in the peak 

hour that will extend into the freeway mainline, then the location must be reviewed for traffic 

safety impacts which include a review for speed differential between the off‐ramp queue and 

the mainline of the freeway during the same peak hour.”

Synchro (version 10) traffic modeling software was used to determine the 95th percentile 

queues (in feet) for each peak hour of all scenarios based on the intersection LOS evaluations. 

The 95th percentile queues were compared to the measured available storage (in feet) to 

determine if the projected queues would extend to the mainline lanes. If the projected 

95th percentile queues were found to be accommodated within the available off-ramp storage, 

then a safety concern was not identified. 

4.3.2. Station Ridership and Vehicular Trip Generation 

Train station vehicular trip generation has been derived from station-specific ridership and 

employee projections prepared for Brightline West. Ridership projections were developed 

separately for commuters traveling between Hesperia and Rancho Cucamonga and for leisure 

and business passengers traveling between Las Vegas and Rancho Cucamonga. Ridership data 

was provided for the Hesperia and Rancho Cucamonga stations by year of operation, day of the 

week, time of day (peak hours), and direction (i.e., boardings [departures] and alightings 

[arrivals]). 

The peak weekday, Friday, and Sunday hourly ridership projections were used to estimate peak 

hour vehicular trip generation and take into account passengers arriving in, or departing from, 

Rancho Cucamonga via the Metrolink San Bernardino line. 

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Converting number of passengers to various modes of transportation was accomplished using 

mode share factors and average vehicle occupancies (AVOs). Mode types include self-drive and 

park, pick-up and drop-off, taxi and Transportation Network Companies (TNC), public 

transportation (bus), and walk and bicycle. The mode and mode share vary by origin and 

destination station, but AVOs by mode are assumed to be constant between stations. Station 

employees are all assumed to self-drive and park. The trip generation estimation tables are 

provided in the Build scenario analysis sections. The detailed peak hour trip generation, 

distribution, and mode share data are included in Appendix B for reference. 

4.3.3. Transit and Regional Rail Analysis 

Transit and regional rail service providers near the project alignment and stations were 

determined by reviewing transit data from SBCTA and regional transit operators. This includes 

SBCTA planned transit projects and applicable service provider operating plans, service plans, 

planned improvements, and any other relevant studies available. 

Information on service frequencies, vehicle capacities, spans of service, ridership, and proposed 

changes to operations was collected where available. This information was compared to the 

Cajon Pass High-Speed Rail Project’s ridership forecast to determine potential issues related to 

capacity, duplication of service, or gaps in service. 

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5. Affected Environment 

This section provides an assessment of the existing conditions (2020) in the study area. The 

existing conditions section and all future scenarios are divided into subsections corresponding 

to different modes. These subsections include Local Intersections, Local Transit, Regional Rail, 

Active Transportation, Parking, Freeway Mainline, and VMT. 

In addition to the existing conditions assessment, this section also includes an assessment of 

the No Build conditions (2025 and 2045) to provide context, and as a basis to assess the 

environmental consequences and resulting mitigations, if any. 

5.1. Existing Conditions 

5.1.1. Local Intersections 

Existing intersection lane configurations (also used for the future scenarios) for study 

intersections in Hesperia and Rancho Cucamonga are shown in Appendix C. Existing turning 

movement volumes for study intersections in Hesperia and Rancho Cucamonga are provided in 

Appendix D. 

5.1.1.1. Hesperia Station 

There are four intersections in the vicinity of the Hesperia station that have been analyzed as 

part of the existing conditions analysis. Table 2 provides the LOS and delay results of the 

analysis. Intersection LOS calculation worksheets are provided in Appendix E. 

Table 2. City of Hesperia Existing 2020 Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak 

Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 13.1 B 10.8 B 15.4 B 12.0 B 

(2) Joshua Street/ 

I-15 SB ramp 

OWSC 9.5 A 9.2 A 9.4 A 9.3 A 

(3) Joshua Street/ 

I-15 NB ramp 

OWSC 8.1 A 7.8 A 8.1 A 7.9 A 

(4) Joshua Street/ Mariposa Road OWSC 9.7 A 9.6 A 9.8 A 9.9 A 

Notes: 

Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 

2016). 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. b Control delay in seconds per vehicle 

OWSC = one-way stop-controlled 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 25 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

As shown in Table 2, none of the intersections are currently operating at an unsatisfactory LOS 

based on City of Hesperia LOS standards. 

5.1.1.2. Rancho Cucamonga Station 

There are 12 intersections in the vicinity of the Rancho Cucamonga station that have been 

analyzed as part of the existing conditions analysis. Table 3 provides the LOS and delay results 

of the analysis. Intersection LOS calculation worksheets are provided in Appendix E. 

Table 3. City of Rancho Cucamonga Existing 2020 Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 14.1 B 9.8 A 10.1 B 10.1 B 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 8.7 A 8.7 A 16.8 B 13.0 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 13.3 B 28.4 C 27.2 C 22.4 C 

(8) Milliken Avenue/ 

Azusa Court OWSC 11.0 B 12.4 B 13.2 B 11.6 B 

(9) Milliken Avenue/ 

7th Street Signal 8.0 A 8.3 A 9.1 A 7.2 A 

(10) Milliken Avenue/ 

4th Street Signal 25.3 C 57.5 E 42.6 D 19.7 B 

(11) Milliken Avenue/ 

I-10 WB ramps Signal 37.7 D 42.2 D 51.7 D 37.7 D 

(12) Milliken Avenue/ 

I-10 EB ramps Signal 24.1 C 19.4 B 26.9 C 22.9 C 

(13) Foothill Boulevard/ 

I-15 SB ramps Signal 15.3 B 9.4 A 16.2 B 8.5 A 

(14) Foothill Boulevard/ 

I-15 NB ramps Signal 18.1 B 12.8 B 12.3 B 22.3 C 

(15) 4th Street/ 

I-15 SB ramps Signal 29.5 C 28.9 C 27.2 C 46.5 D 

(16) 4th Street/ 

I-15 NB ramps Signal 43.3 D 26.5 C 27.5 C 29.8 C 

Notes: 

Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 

2016). 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

26 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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b Control delay in seconds per vehicle 

EB = eastbound 

WB = westbound 

As shown in Table 3, none of the intersections are currently operating at an unsatisfactory LOS 

(in any of the peak hours) based on City of Rancho Cucamonga LOS standards. 

5.1.2. Local Transit 

The Project would be entirely within San Bernardino County, California. Different areas of San 

Bernardino are served by different bus transit providers. The San Bernardino Valley is served 

primarily by Omnitrans, with a few lines from Foothill Transit and the Riverside Transit Agency 

serving the county near the borders of Los Angeles and Riverside counties, respectively. 

Mountain Transit serves communities in the San Bernardino National Forest and connects to 

the San Bernardino Valley but does not operate routes in the Cajon Pass, Fontana, or Rancho 

Cucamonga. The High Desert is served by the Victor Valley Transit Authority (VVTA) and 

Needles Area Transit. The VVTA primarily serves the cities of Adelanto, Barstow, Hesperia, 

Victorville, and the Town of Apple Valley, with some routes connecting to the San Bernardino 

Valley and more remote communities in the High Desert. According to National Transit 

Database agency profiles (FTA 2021), annual unlinked trips on Omnitrans buses decreased by 

30 percent between 2014 and 2019, and unlinked trips on VVTA buses decreased by 

18 percent. 

5.1.2.1. Hesperia Station 

The site of the planned Hesperia station is not served by bus transit. Victor Valley Route 15 

(also called the B-V Link) and Route 25 pass the site without stopping. Route 15 connects the 

cities of Barstow and Victorville to the cities of Colton, Fontana, and San Bernardino via I-15 on 

weekdays and Saturdays, operating both northbound and southbound at a headway of 

approximately 2 hours from 6:40 a.m. to 6:20 p.m. on weekdays and from 8:00 a.m. to 4:00 

p.m. on Saturdays (VVTA 2021). Route 25 serves the Hesperia and the Oak Hills neighborhood 

southwest of Hesperia every day, operating both eastbound and westbound at a headway of 2 

hours every day from 8:00 a.m. to 8:00 p.m. on weekdays, and Saturdays, and from 8:00 a.m. to 

6:00 p.m. on Sundays (VVTA 2022). 

In 2016, Route 15 had an average daily ridership of 271 passengers on weekdays and 

19 passengers on Saturdays. On average, Route 15 was on-time 63 percent of the time, late 

31 percent of the time, and early 6 percent of the time. Automatic passenger count data 

showed low to moderate activity at stops in the High Desert and comparatively high activity at 

stops in San Bernardino Valley (VVTA 2020). 

At the time that VVTA conducted its most recent comprehensive operational analysis, Route 25 

was not in existence. However, the route that most closely matched its geographic coverage, 

former Route 48, had an average daily ridership of 233 passengers on weekdays, 147 

passengers on Saturdays, and 81 passengers on Sundays (VVTA 2020). 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 27 
5.1.2.2. Rancho Cucamonga Station 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

The Rancho Cucamonga station is served by one bus route, Omnitrans Route 82. Route 82 

serves the cities of Fontana, Ontario, and Rancho Cucamonga, operating at 60-minute 

headways every day, but it only serves the Rancho Cucamonga Metrolink station on weekdays. 

The route that passes closest to the Rancho Cucamonga station without stopping is Route 81, 

nearly 1 mile away. According to the West Valley Connector Project Final Environmental Impact 

Report/Finding of No Significant Impact, Route 82 has a daily weekday ridership of just over 

1,000 passengers (SBCTA 2020). In 2014, there were an average 22 daily bus boardings at the 

Rancho Cucamonga Metrolink station (SBCTA and SCAG 2015), approximately 2 percent of 

Route 82’s 2020 daily ridership.

The West Valley Connector project is planned to link Rancho Cucamonga to major activity 

centers in Ontario and Pomona, including Downtown Pomona, and will stop at the Rancho 

Cucamonga Metrolink station. Planned headways are 10 minutes during the peak commute 

period and 15 minutes off peak, Monday through Friday. Weekend service may be provided 

subject to the availability of operating funds. Phase 1 of the West Valley Connector project, 

including stops at 21 locations over a 19-mile route, is planned to begin service in 2023 with an 

opening year daily ridership forecast of 5,800 passengers (SBCTA 2020). Phase 2, serving an 

additional 12 locations and extending the route to a total of 35 miles, is expected to open in 

2040, with a daily ridership forecast of 10,170 passengers. 

5.1.3. Regional Rail 

Metrolink commuter rail service is operated by the SCRRA, connecting the San Bernardino 

Valley area of San Bernardino County to Los Angeles, Orange, and Riverside counties. The 

Metrolink San Bernardino Line connects stations at Los Angeles Union Station (serving 

downtown Los Angeles), Cal State Los Angeles, El Monte, Baldwin Park, Covina, North Pomona, 

Claremont, Montclair, Upland, Rancho Cucamonga, Fontana, Rialto, and two San Bernardino 

stations (Depot and Downtown). While Downtown Los Angeles is the largest economic center in 

Southern California, residential and economic development is increasing throughout San 

Bernardino County, including the cities along the Metrolink San Bernardino Line. The San 

Bernardino Line has the highest ridership of all Metrolink lines, with 9,736 average daily 

boardings (SCRRA 2019). 

Metrolink is in the process of implementing its SCORE program. With $10 billion of 

improvements identified, SCORE is intended to increase speeds, reliability, and capacity on 

Metrolink lines, including on the San Gabriel Subdivision that serves the Rancho Cucamonga 

station. The SCORE program includes capital improvements within the Metrolink corridor that 

would improve service to Rancho Cucamonga, including the Marengo Siding Extension, 

El Monte Siding Extension/Tyler and Cogswell Grade Crossing Improvements, Rancho Siding 

Extension, and Lone Hill to White Double Track. These projects are anticipated to be complete 

by 2025 (SCRRA 2022b). With these and other improvements, the California State Rail Plan 

envisions half-hourly all-day service between Los Angeles and San Bernardino commencing in 

2028 (Caltrans 2018), but funding sources have not been identified for all other projects in the 

SCORE program. 

28 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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The Redlands Passenger Rail (Arrow) Project is currently under construction by SBCTA and is 

expected to enter service in 2022 (SBCTA 2021). Arrow, which will be operated by Metrolink, 

will provide Diesel Multiple Unit service to five stations along a 9-mile route extending east 

from downtown San Bernardino to Redlands. Trains will operate every 30 minutes during peak 

periods and every 60 minutes during off-peak periods, with weekday and weekend service 

planned to operate between 5:00 a.m. and 10:00 p.m. In addition, a Metrolink locomotivehauled coach will be used to provide weekday express service between Redlands and Los 

Angeles. 

5.1.3.1. Hesperia Station 

No existing regional rail service exists at the proposed Hesperia station site. 

5.1.3.2. Rancho Cucamonga Station 

Currently, due to pandemic-related declines in ridership, 30 Metrolink trains, 15 in each 

direction, stop at the Rancho Cucamonga station between 4:06 a.m. and 8:52 p.m. on weekdays 

(SCRRA 2022a). As Metrolink is a commuter rail service, 12 of the 15 trains toward Los Angeles 

stop at Rancho Cucamonga before 12:30 p.m., and 12 of the 15 trains toward San Bernardino 

stop at Rancho Cucamonga after 12:30 p.m. On Saturdays, nine trains in each direction stop at 

Rancho Cucamonga between 7:04 a.m. and 10:52 p.m. On Sundays, seven trains in each 

direction stop at Rancho Cucamonga between 7:04 a.m. and 10:52 p.m. The Rancho 

Cucamonga station has the most boardings of all stations on the San Bernardino Line, (except 

for Los Angeles Union Station) with about 770 boardings each day, on average, between 

July 2018 and June 2019. 

5.1.4. Active Transportation 

Currently the Rancho Cucamonga Metrolink station can only be accessed from Milliken Avenue, 

which has sidewalks and dedicated bicycle lanes in both directions. These dedicated bicycle 

lanes extend about 1 mile south and 4 miles north of the station access point and intersect 

dedicated bicycle lanes on (from south to north) 4th Street, Jersey Boulevard, Arrow Route, an 

unnamed bike path that generally parallels Elm Avenue, Terra Vista Parkway, Base Line Road, 

the Pacific Electric Trail, Victoria Park Lane, and Banyan Street. 

The “Resort” master-planned community will construct a new residential community, including 

local-serving retail, west of the Rancho Cucamonga station, extending south from the Metrolink 

corridor across 6th Street to 4th Street. An internal north-south roadway (“The Vine”) is planned 

to include protected bicycle lanes and a 16-foot “pedestrian realm” on each side. The Vine will 

provide bicycle and pedestrian connectivity to the station via 7th Street and Azusa Court. 

The planned Hesperia station site is currently exclusively auto-oriented, with a park and ride 

and truck stop west of I-15 and vacant land to the east. Neither Joshua Street nor US 395, its 

nearest cross street, have sidewalks. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 29 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

5.1.5. Parking 

5.1.5.1. Hesperia Station 

Caltrans operates a park and ride lot at the southwest corner of US 395 and Joshua Street to 

allow commuters to form carpools. The capacity of the lot, as of January 2022, is being 

increased from approximately 200 spaces to approximately 400 spaces. The walking distance 

from the lot to the proposed station is approximately 0.25 mile. However, there are no 

sidewalks on Joshua Street to facilitate walking. As Joshua Street and Mariposa Road are twolane roadways with rural character, there is no on-street parking currently allowed on either of 

these roadways. 

5.1.5.2. Rancho Cucamonga Station 

The Metrolink station in Rancho Cucamonga has a current parking capacity of 960 spaces. 

Currently, daily permits are $4.50, and monthly permits are $20 for Rancho Cucamonga 

residents and $30 for non-residents. Weekend parking is free. Additionally, vehicle charging 

stations are available for an hourly rate. There is no on-street parking allowed in the vicinity of 

the station on Milliken Avenue, Jersey Boulevard, or 6th Street. 

5.1.6. Freeway Mainline 

I-15 traverses San Bernardino County from the Riverside County line, south of the project limits, 

to the Nevada state line. Within the project limits, I-15 generally has four travel lanes in each 

direction south of US 395 in Hesperia and three travel lanes in each direction north of US 395. 

Auxiliary lanes and merge lanes are provided at major interchanges. 

5.1.7. Vehicle Miles Traveled 

The Project would affect VMT on I-15 within the project limits between Rancho Cucamonga and 

Victor Valley, as well as between Victor Valley and Las Vegas, because most HSR passengers 

between Rancho Cucamonga and Victor Valley would otherwise drive the entire distance 

between Rancho Cucamonga and Las Vegas. The Project would also affect VMT on local roads 

in the vicinity of the Rancho Cucamonga, Hesperia, and Victor Valley stations. According to 

PeMS, in 2019 the total annual VMT on I-15 within the project limits was approximately 3.3 

billion miles. 

5.2. 2025 Opening Year No Build Conditions 

2025 Opening Year No Build turning movement volumes for study intersections in Hesperia and 

Rancho Cucamonga are shown in Appendix D. 

Table 4 summarizes 2025 Opening Year weekday AM and PM peak hour, Friday PM peak hour, 

and Sunday PM peak hour intersection LOS at study intersections in Hesperia. Table 5 

summarizes the 2025 Opening Year No Build weekday AM and PM peak hour, Friday PM peak 

hour, and Sunday PM peak hour intersection LOS at study intersections in Rancho Cucamonga. 

Intersection LOS calculation worksheets are provided in Appendix E. 

30 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

In Hesperia, all study intersections are projected to operate at LOS D or better in both weekday 

and weekend peak hours in 2025 under the No Build scenario. 

In Rancho Cucamonga, all study intersections are projected to operate at LOS D or better during 

the 2025 Opening Year No Build, with the exception of the following intersections: 

• Milliken Avenue/Foothill Boulevard (LOS E in the weekday PM peak hour) 

• Milliken Avenue/4th Street (LOS E in the Friday PM peak hour and LOS F in the weekday 

PM peak hour) 

• Milliken Avenue/I-10 westbound ramps (LOS E in the Friday PM peak hour) 

Table 4. City of Hesperia 2025 Opening Year No Build Intersection Level of Service 

(No.) 

Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 14.2 B 11.8 B 35.6 D 14.2 B 

(2) Joshua Street/ 

I-15 SB ramp 

OWSC 9.9 A 9.4 A 9.6 A 9.5 A 

(3) Joshua Street/ 

I-15 NB ramp 

OWSC 8.3 A 7.9 A 8.3 A 8.1 A 

(4) Joshua Street/ 

Mariposa Road OWSC 10.4 B 9.9 A 10.2 B 10.0 B 

Notes: 

Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 

2016). 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. b Control delay in seconds per vehicle 

Table 5. City of Rancho Cucamonga 2025 Opening Year No Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 14.0 B 9.5 A 9.8 A 9.7 A 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 8.9 A 9.5 A 17.6 B 14.2 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 14.1 B 75.4 E 40.7 D 33.6 C 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 31 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) Intersectiona 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delayb LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(8) Milliken Avenue/ 

Azusa Court OWSC 11.6 B 12.5 B 13.2 B 11.7 B 

(9) Milliken Avenue/ 

7th Street Signal 8.7 A 9.4 A 10.4 B 7.7 A 

(10) Milliken Avenue/ 

4th Street Signal 26.5 C 80.8 F 55.5 E 26.7 C 

(11) Milliken Avenue/ 

I-10 WB ramps Signal 48.5 D 46.9 D 60.7 E 52.4 D 

(12) Milliken Avenue/ 

I-10 EB ramps Signal 24.9 C 26.3 C 34.2 C 24.0 C 

(13) Foothill Boulevard/ 

I-15 SB ramps Signal 23.6 C 11.4 B 25.9 C 13.9 B 

(14) Foothill Boulevard/ 

I-15 NB ramps Signal 17.8 B 19.3 B 11.4 B 23.8 C 

(15) 4th Street/ 

I-15 SB ramps Signal 30.1 C 30.3 C 28.2 C 35.4 D 

(16) 4th Street/ 

I-15 NB ramps Signal 47.6 D 27.2 C 32.6 C 38.1 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition 

(TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s policy of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. b Control delay in seconds per vehicle 

Table 6 presents a summary of the 95th percentile queueing analysis conducted for the study 

intersection off-ramp approaches for 2025 No Build conditions. Queueing calculation 

worksheets are provided in Appendix F. All turning movements are projected to generate 

queues that can be accommodated within the available lane storage, except for the 

southbound right-turn movement at the I-15 southbound ramps/Foothill Boulevard during the 

weekday AM/PM and Friday PM peak hours. Although the storage is exceeded for this single 

turning movement, the queueing spillback is projected to be accommodated in the upstream 

adjacent lane on the off-ramp and well within off-ramp storage without extending onto the 

southbound I-15 mainline lanes. 

32 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
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Table 6. 2025 Opening Year No Build Ramp Queueing Summary 

(No.) 

Intersectiona Movement 

Available 

Storage feet) 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

(2) Joshua Street/ 

I-15 SB ramp 

SBL 1,495 14 8 7 8 

SBR 1,495 14 8 7 8 

(13) I-15 SB ramps/ 

Foothill Blvd 

SBL 1,780 228 142 392* 116 

SBR 225 391* 268* 367* 164 

(14) I-15 NB ramps/ 

Foothill Blvd 

NBL 1,700 209 344 158 490 

NBR 1,700 180 269 147 283 

(15) I-15 SB ramps/ 

4th Street 

SBL 320 187 119 116 137 

SBT 1,640 136 148 123 202 

SBR 320 74 46 45 80 

(16) I-15 NB ramps/ 

4th Street 

SBL 430 372* 155* 212* 91 

SBT 430 380* 149 203* 96 

SBR 1,185 57 52 52 54 

(5) Milliken Avenue/ 

SR 210 WB ramps 

WBL 1,155 63 78 87* 74 

WBT 265 62 80 84 73 

WBR 265 13 27 31 24 

(6) Milliken Avenue/ 

SR 210 EB ramps 

EBL 1,155 55 89* 57 64 

EBT 485 45 79 68 58 

EBR 410 36 35 84* 48 

(11) Milliken Avenue/ 

I-10 WB ramps 

EBL 1,420 28 91 92 231* 

EBT 1,420 48 233* 343* 335* 

EBR 300 0 0 53 51 

(12) Milliken Avenue/ 

I-10 EB ramps 

EBL 1,475 131 156 283 176 

EBR 510 45 48 46 51 

Notes: 

1. Available storage measures in feet from the stop bar to the beginning of a lane addition and/or ramp gore 

point. 

2. Shaded cells represent locations where the 95th percentile queue length exceeds the available storage for the 

movement. 

3. Queues reported are maximum after two cycles. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

* 95th percentile volume exceeds capacity, queue may be longer. 

EBL/EBT/EBR = eastbound left, eastbound right, eastbound through, respectively 

NBL/NBR = northbound left, northbound right, respectively 

SBL/SBR/SBT = southbound left, southbound right, southbound through, respectively 

WBL/WBR/WBT = westbound left, westbound right, westbound through, respectively 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 33 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

5.3. 2045 Horizon Year No Build Conditions 

2045 Horizon Year No Build turning movement volumes for study intersections in Hesperia and 

Rancho Cucamonga are shown in Appendix D. 

Table 7 summarizes the 2045 Horizon Year No Build weekday AM and PM peak hour, Friday PM 

peak hour, and Sunday PM peak hour intersection LOS at study intersections in Hesperia. Table 

8 summarizes 2045 Horizon Year No Build weekday AM and PM peak hour, Friday PM peak 

hour, and Sunday PM peak hour intersection LOS at study intersections in Rancho Cucamonga. 

Intersection LOS calculation worksheets are provided in Appendix E. 

All of the study intersections in Hesperia are projected to operate at LOS D or better during the 

2045 Horizon Year No Build with the exceptions of the following intersections: 

• US 395/Joshua Street (LOS F in the Friday PM peak hour) 

• Joshua Street/Mariposa Road (LOS F in the weekday PM, Friday PM, and Sunday PM 

peak hours) 

In Rancho Cucamonga, all study intersections are projected to operate at LOS D or better during 

the 2045 Horizon Year No Build, with the exception of the following intersections: 

• Milliken Avenue/Foothill Boulevard (LOS E in the weekday PM, Friday PM, and Sunday 

PM peak hours) 

• Milliken Avenue/4th Street (LOS F in the weekday PM, Friday PM, and Sunday PM peak 

hours) 

• Milliken Avenue/I-10 westbound ramps (LOS E in the weekday PM peak hour and LOS F 

in the Friday PM peak hour) 

Table 7. City of Hesperia 2045 Horizon Year No Build Intersection Level of Service 

(No.) 

Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 21.6 C 43.0 D 234.9 F 46.3 D 

(2) Joshua Street/ 

I-15 SB ramp 

OWSC 10.0 B 14.5 B 16.2 C 17.5 C 

(3) Joshua Street/ 

I-15 NB ramp 

OWSC 8.0 A 9.1 A 10.2 B 9.1 A 

(4) Joshua Street/ 

Mariposa Road OWSC 12.6 B 113.2 F 132.7 F 86.5 F 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition

(TRB 2016). 

34 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

2. Shaded cells represent locations that exceed Hesperia’s policy of LOS D. 

a (No.) Intersection corresponds with what is shown on Figure 2 and 3. 

b Control delay in seconds per vehicle 

Table 8. City of Rancho Cucamonga 2045 Horizon Year No Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 12.2 B 8.9 A 12.8 B 9.3 A 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 11.3 B 11.0 B 28.7 C 14.8 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 16.0 B 63.5 E 63.8 E 59.4 E 

(8) Milliken Avenue/ 

Azusa Court OWSC 12.1 B 12.7 B 13.2 B 11.6 B 

(9) Milliken Avenue/ 

7th Street Signal 16.9 B 12.0 B 13.8 B 9.4 A 

(10) Milliken Avenue/ 

4th Street Signal 40.6 D 112.4 F 208.2 F 216.9 F 

(11) Milliken Avenue/ 

I-10 WB ramps Signal 44.1 D 77.1 E 118.3 F 54.8 D 

(12) Milliken Avenue/ 

I-10 EB ramps Signal 17.3 B 19.4 B 23.6 C 19.2 B 

(13) Foothill Boulevard/ 

I-15 SB ramps Signal 17.8 B 17.6 B 25.0 C 10.4 B 

(14) Foothill Boulevard/ 

I-15 NB ramps Signal 8.0 A 46.1 D 5.6 A 24.6 C 

(15) 4th Street/ 

I-15 SB ramps Signal 35.3 D 29.5 C 30.8 C 42.2 D 

(16) 4th Street/ 

I-15 NB ramps Signal 44.6 D 27.4 C 33.2 C 38.6 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition 

(TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s policy of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

Table 9 is a summary of the 95th percentile queueing analysis conducted for the study 

intersection off-ramp approaches for the 2045 No Build. Queueing calculation worksheets are 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 35 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

provided in Appendix F. All turning movements are projected to generate queues that can be 

accommodated within the available lane storage with the exception of the southbound right 

turn movement at the I-15 southbound ramps/Foothill Boulevard during the weekday PM and 

Friday PM peak hours. Although the storage is exceeded for this single turning movement, the 

queueing spillback is projected to be accommodated in the upstream adjacent lane on the offramp and well within off-ramp storage without extending onto the SB I-15 mainline lanes. 

Table 9. 2045 Horizon Year No Build Ramp Queueing Summary 

(No.) 

Intersectiona Movement 

Available 

Storage (feet) 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

(2) Joshua Street/ 

I-15 SB ramp 

SBL 1,495 11 46 44 74 

SBR 1,495 11 46 44 74 

(13) I-15 SB ramps/ 

Foothill Blvd 

SBL 1,780 244 244 484* 152 

SBR 225 217 370* 408* 164 

(14) I-15 NB 

ramps/ 

Foothill Blvd 

NBL 1,700 86 848* 64 475 

NBR 1,700 75 794* 55 389 

(15) I-15 SB ramps/ 

4th Street 

SBL 320 195 139 154 169 

SBT 1,640 122 123 128 214 

SBR 320 78 57 78 89 

(16) I-15 NB 

ramps/ 

4th Street 

SBL 430 289* 141 195* 74 

SBT 430 296* 141 183* 75 

SBR 1,185 91 54 93 57 

(5) Milliken 

Avenue/ 

SR 210 WB ramps 

WBL 1,155 71 74 52 74 

WBT 265 59 75 62 76 

WBR 265 30 30 201 26 

(6) Milliken 

Avenue/ 

SR 210 EB ramps 

EBL 1,155 88 118* 270 124* 

EBT 485 79 115* 272 62 

EBR 410 38 48 55 47 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

EBL 1,420 35 71 411* 107 

EBT 1,420 59 297* 451* 446* 

EBR 300 0 0 48 51 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

EBL 1,475 147 155 452 105 

EBR 510 102 41 6 38 

Notes: 

1. Available storage measures in feet from the stop bar to the beginning of a lane addition and/or ramp gore 

point. 

36 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

2. Shaded cells represent locations where the 95th percentile queue length exceeds the available storage for the 

movement. 

3. Queues reported are maximum after two cycles. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

*95th percentile volume exceeds capacity, queue may be longer. 

5.4. Station Trip Generation 

Station vehicular trip generation is based on projected weekday, Friday and Sunday arriving and 

departing passengers and expected AVO by mode of ingress or egress and divided into highspeed train passenger traveling between Rancho Cucamonga and Las Vegas, commuters 

traveling between Rancho Cucamonga and Hesperia, and employees who self-drive and park at 

the station where they are employed. Passengers who transfer to or from the Metrolink San 

Bernardino line at the Rancho Cucamonga station are not included in the vehicular trip 

generation estimates. 

Table 10 presents the estimated 2025 Opening Year and 2045 Horizon Year vehicular trip 

generation at the Hesperia station, and Table 11 presents the estimated 2025 Opening Year and 

2045 Horizon Year vehicular trip generation at the Rancho Cucamonga station. Friday and 

Sunday AM peak hour trip generation is presented for informational purposes; the higher 

generating PM peak hours are included in the capacity analyses in this study. 

Appendix B includes mode share, trip generation, and trip distribution details. 

Table 10. Hesperia Station Vehicular Trip Generation 

Day of Week 

AM Peak Hour 

In Out Total 

PM Peak Hour 

In Out Total 

2025 Opening Year Trip Generation 

Weekday 97 42 139 32 117 149 

Friday 97 42 139 32 75 107 

Sunday 13 15 28 20 20 40 

2045 Horizon Year Trip Generation 

Weekday 233 78 311 58 229 287 

Friday 234 79 313 58 213 271 

Sunday 17 20 37 27 28 55 

Source: Brightline West 2021 

Note: 

This table represents vehicular trip generation at stations. Therefore, an inbound vehicle trip generally 

corresponds to a departing rail passenger, and an outbound vehicle trip generally corresponds to an arriving rail 

passenger. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 37 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 11. Rancho Cucamonga Station Vehicular Trip Generation 

Day of Week 

AM Peak Hour 

In Out Total 

PM Peak Hour 

In Out Total 

2025 Opening Year Trip Generation 

Weekday 155 69 224 234 155 389 

Friday 82 186 268 224 185 409 

Sunday 73 175 248 182 179 361 

2045 Horizon Year Trip Generation 

Weekday 293 135 428 453 293 746 

Friday 220 390 610 678 401 1,079 

Sunday 140 391 531 406 514 920 

Source: Brightline West 2021 

Note: 

This table represents vehicular trip generation at stations. Therefore, an inbound vehicle trip generally 

corresponds to a departing rail passenger, and an outbound vehicle trip generally corresponds to an arriving rail 

passenger. 

38 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

6. Environmental Consequences and Mitigation 

This section presents the environmental effects of the Project related to traffic and 

transportation. The analysis of the Project’s effects is based on a comparison of conditions 

under the Build Alternative to the No Build alternative as described in Section 5 Affected 

Environment. 

6.1. Proposed Action 

6.1.1. Opening Year (2025) Effects 

This section discusses the Project’s effects under 2025 Opening Year conditions. 

6.1.1.1. Local Intersections 

2025 Opening Year Build intersection traffic volumes were developed by adding the estimated 

2025 Opening Year station trip generation to the 2025 Opening Year No Build traffic 

projections. 2025 Opening Year Build turning movement volumes for study intersections in 

Rancho Cucamonga and Hesperia are provided in Appendix D. 

Table 12 summarizes the 2025 Opening Year Build weekday AM and PM peak hour, Friday PM 

peak hour, and Sunday PM peak hour intersection LOS at study intersections in Hesperia. 

Table 13 summarizes 2025 Opening Year Build weekday AM and PM peak hour, Friday PM peak 

hour, and Sunday PM peak hour intersection LOS at study intersections in Rancho Cucamonga. 

Intersection LOS calculation worksheets are provided in Appendix E. 

All of the study intersections in Hesperia are projected to operate at LOS D or better during the 

2025 Opening Year Build for the weekday AM/PM, Friday PM, and Sunday PM peak hours. 

In Rancho Cucamonga, all study intersections are projected to operate at LOS D or better during 

the 2025 Opening Year Build, with the exception of the following intersections: 

• Milliken Avenue/Foothill Boulevard (LOS E in the weekday PM peak hour) 

• Milliken Avenue/4th Street (LOS E in the weekday PM and Friday PM peak hours) 

• Milliken Avenue/I-10 westbound ramps (LOS E in the Friday PM peak hour) 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 39 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 12. City of Hesperia 2025 Opening Year Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 15.2 B 13.7 B 37.6 D 14.2 B 

(2) Joshua Street/ 

I-15 SB ramp 

OWSC 10.6 B 10.0 B 10.1 B 9.7 A 

(3) Joshua Street/ 

I-15 NB ramp 

OWSC 8.5 A 8.1 A 8.4 A 8.1 A 

(4) Joshua Street/ Mariposa 

Road OWSC 11.1 B 10.4 B 10.6 B 10.1 B 

Notes: 

Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 

2016). 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

Table 13. City of Rancho Cucamonga 2025 Opening Year Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 14.4 B 9.8 A 10.1 B 9.9 A 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 9.0 A 9.7 A 20.4 C 14.6 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 14.2 B 78.2 E 44.6 D 38.8 D 

(8) Milliken Avenue/ 

Azusa Court OWSC 12.5 B 13.6 B 14.9 B 12.7 B 

(9) Milliken Avenue/ 

7th Street Signal 12.8 B 23.5 C 24.7 C 15.6 B 

(10) Milliken Avenue/ 

4th Street Signal 26.2 C 79.8 E 56.4 E 31.9 C 

(11) Milliken Avenue/ 

I-10 WB ramps Signal 46.4 D 48.1 D 59.7 E 54.7 D 

(12) Milliken Avenue/ 

I-10 EB ramps Signal 24.8 C 27.3 C 36.3 D 24.4 C 

40 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) Intersectiona 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delayb LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(13) Foothill Boulevard/ 

I-15 SB ramps Signal 23.7 C 12.0 B 29.3 C 14.4 B 

(14) Foothill Boulevard/ 

I-15 NB ramps Signal 17.8 B 19.4 B 11.4 B 23.8 C 

(15) 4th Street/ 

I-15 SB ramps Signal 37.9 D 30.5 C 28.3 C 38.6 D 

(16) 4th Street/ 

I-15 NB ramps Signal 52.0 D 29.4 C 32.6 C 38.1 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition 

(TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s policy of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

Table 14 compares the 2025 Opening Year No Build and Build weekday AM and PM peak hour, 

Friday PM peak hour, and Sunday PM peak hour intersection LOS at study intersections in 

Hesperia. Table 15 compares the 2025 Opening Year No Build and Build weekday AM and PM 

peak hour, Friday PM peak hour, and Sunday PM peak hour intersection LOS at study 

intersections in Rancho Cucamonga. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 41 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 14. City of Hesperia 2025 Opening Year Intersection Level of Service Comparison (No Build vs. Build Conditions) 

(No.) 

Intersectiona 

Traffic 

Control 

No Build 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Build 

Weekday 

AM Peak Hour 

Control 

Delay LOS 

PM Peak Hour 

Control 

Delay LOS 

No Build 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

Build 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 14.2 B 11.8 B 15.2 B 13.7 B 35.6 D 14.2 B 37.6 D 14.2 B 

(2) Joshua 

Street/ 

I-15 SB ramp 

OWSC 9.9 A 9.4 A 10.6 B 10.0 B 9.6 A 9.5 A 10.1 B 9.7 A 

(3) Joshua 

Street/ 

I-15 NB ramp 

OWSC 8.3 A 7.9 A 8.5 A 8.1 A 8.3 A 8.1 A 8.4 A 8.1 A 

(4) Joshua 

Street/ 

Mariposa 

Road 

OWSC 10.4 B 9.9 A 11.1 B 10.4 B 10.2 B 10.0 B 10.6 B 10.1 B 

Notes: 

Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 2016). 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

42 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 15. City of Rancho Cucamonga 2025 Opening Year Intersection Level of Service Comparison (No Build vs. Build Conditions) 

(No.) 

Intersectiona 

Traffic 

Control 

No Build 

Weekday 

AM Peak 

Hour 

Control 

Delayb LOS 

PM Peak 

Hour 

Control 

Delay LOS 

Build 

Weekday 

AM Peak 

Hour 

Control 

Delay LOS 

PM Peak 

Hour 

Control 

Delay LOS 

No Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 14.0 B 9.5 A 14.4 B 9.8 A 9.8 A 9.7 A 10.1 B 9.9 A 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 8.9 A 9.5 A 9.0 A 9.7 A 17.6 B 14.2 B 20.4 C 14.6 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 14.1 B 75.4 E 14.2 B 78.2 E 40.7 D 33.6 C 44.6 D 38.8 D 

(8) Milliken Avenue/ 

Azusa Court OWSC 11.6 B 12.5 B 12.5 B 13.6 B 13.2 B 11.7 B 14.9 B 12.7 B 

(9) Milliken Avenue/ 

7th Street Signal 8.7 A 9.4 A 12.8 B 23.5 C 10.4 B 7.7 A 24.7 C 15.6 B 

(10) Milliken 

Avenue/ 

4th Street 

Signal 26.5 C 80.8 F 26.2 C 79.8 E 55.5 E 26.7 C 56.4 E 31.9 C 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

Signal 48.5 D 46.9 D 46.4 D 48.1 D 60.7 E 52.4 D 59.7 E 54.7 D 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

Signal 24.9 C 26.3 C 24.8 C 27.3 C 34.2 C 24.0 C 36.3 D 24.4 C 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 23.6 C 11.4 B 23.7 C 12.0 B 25.9 C 13.9 B 29.3 C 14.4 B 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 43 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

No Build Build No Build Build 

Weekday Weekday Weekend Weekend 

AM Peak PM Peak AM Peak PM Peak Friday PM Sunday PM Friday PM Sunday PM 

(No.) Traffic 

Hour Hour Hour Hour Peak Hour Peak Hour Peak Hour Peak Hour 

Control Control Control Control Control Control Control Control 

Intersectiona Control Delayb LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 17.8 B 19.3 B 17.8 B 19.4 B 11.4 B 23.8 C 11.4 B 23.8 C 

(15) 4th Street/ 

I-15 SB ramps Signal 30.1 C 30.3 C 37.9 D 30.5 C 28.2 C 35.4 D 28.3 C 38.6 D 

(16) 4th Street/ 

I-15 NB ramps Signal 47.6 D 27.2 C 52.0 D 29.4 C 32.6 C 38.1 D 32.6 C 38.1 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s standard of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

44 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

In Hesperia, for the 2025 Build weekday AM/PM, Friday PM, and Sunday PM peak hours, all 

intersections are projected to operate at LOS D or better; therefore, the project trips would not 

cause any unacceptable operational effects. 

In Rancho Cucamonga, for the 2025 Build weekday PM and Friday PM peak hours, the Project 

would contribute traffic to three intersections that are projected to operate at LOS E or LOS F 

without the Project: 

• Milliken Avenue/Foothill Boulevard (weekday PM peak hour, when 104 project trips are 

added to this intersection) 

• Milliken Avenue/4th Street (weekday PM and Friday PM peak hours, when between 

279 and 294 project trips are added to this intersection) 

• Milliken Avenue/I-10 westbound ramps (Friday PM peak hour, when 235 project trips 

are added to this intersection) 

In summary, the addition of project traffic to the Hesperia and Rancho Cucamonga 

intersections does not cause intersections to degrade from an acceptable LOS D in the No Build 

conditions to LOS E or LOS F in the weekday and weekend peak hour Build conditions. Based on 

the criteria listed in Section 4.1, there are no adverse effects at the intersections under 2025 

Opening Year 2025 conditions. However, in Rancho Cucamonga, the Project does contribute to 

the already unsatisfactory LOS conditions at three intersections. 

Table 16 compares the 2025 Opening Year No Build and Build weekday AM and PM peak hour, 

Friday PM peak hour, and Sunday PM peak hour off-ramp queueing at study intersections in 

Hesperia and Rancho Cucamonga. In all cases the calculated 95th percentile queues are 

projected to fit within off-ramp storage without extending onto mainline lanes. For the 

southbound right turning movement at the I-15 SB ramps/Foothill Boulevard intersection, 

although the storage is exceeded for this single turning movement, the queueing spillback is 

projected to be accommodated on the off-ramp in the upstream adjacent lane in all peak 

hours. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 45 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 16. 2025 Opening Year Ramp Queuing Comparison (No Build vs. Build Conditions) 

(No.) 

Intersectiona Movement 

Available 

Storage 

(feet) 

2025 No Build 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

2025 Build 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

(2) Joshua Street/ 

I-15 SB ramp 

SBL 1,495 14 8 7 8 21 10 10 10 

SBR 1,495 14 8 7 8 21 10 10 10 

(13) I-15 SB ramps/ 

Foothill Blvd 

SBL 1,780 228 142 392* 116 228 142 392* 116 

SBR 225 391* 268* 367* 164 398* 284* 389* 174 

(14) I-15 NB 

ramps/ 

Foothill Blvd 

NBL 1,700 209 344 158 490 209 344 158 490 

NBR 1,700 180 269 147 283 180 269 147 283 

(15) I-15 SB ramps/ 

4th Street 

SBL 320 187 119 116 137 187 119 116 137 

SBT 1,640 136 148 123 202 136 148 123 202 

SBR 320 74 46 45 80 73 48 45 80 

(16) I-15 NB 

ramps/ 

4th Street 

SBL 430 372* 155* 212* 91 372* 155* 212* 91 

SBT 430 380* 149 203* 96 380* 149 203* 96 

SBR 1,185 57 52 52 54 57 52 52 54 

(5) Milliken 

Avenue/ 

SR 210 WB ramps 

WBL 1,155 63 78 87* 74 64 84* 95* 74 

WBT 265 62 80 84 73 63 82 90* 76 

WBR 265 13 27 31 24 13 27 31 24 

(6) Milliken 

Avenue/ 

SR 210 EB ramps 

EBL 1,155 55 89* 57 64 55 89* 88 64 

EBT 485 45 79 68 58 46 81* 89* 58 

EBR 410 36 35 84* 48 37 40 78 49 

46 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) 

Available 

Storage 

2025 No Build 

95th Percentile Queue (feet) 

2025 Build 

95th Percentile Queue (feet) 

AM Peak PM Peak Friday PM Sunday PM AM Peak PM Peak Friday PM Sunday PM 

Intersectiona Movement (feet) Hour Hour Peak Hour Peak Hour Hour Hour Peak Hour Peak Hour 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

EBL 1,420 28 91 92 231* 39* 116 116 292* 

EBT 1,420 48 233* 343* 335* 48 233* 343* 335* 

EBR 300 0 0 53 51 0 0 53 51 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

EBL 1,475 131 156 283 176 138 185 320 183 

EBR 510 45 48 46 51 45 48 46 46 

Notes: 

1. Available storage measures in feet from the stop bar to the beginning of a lane addition and/or ramp gore point. 

2. Shaded cells represent locations where the 95th percentile queue length exceeds the available storage for the movement. 

3. Queues reported are maximum after two cycles. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

*95th percentile volume exceeds capacity, queue may be longer. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 47 
6.1.1.2. Local Transit 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

While the Project would increase transit demand at all stations, local transit is expected to be a 

small share of overall project demand. Local bus transit would potentially be a means of access 

to stations for commuters between the San Bernardino Valley and Hesperia. However, because 

the travel market between the San Bernardino Valley and the High Desert is currently served by 

bus transit, specifically VVTA Route 15, the overall miles traveled by bus may decrease as the 

Project attracts a share of that market, potentially resulting in a net reduction of bus operation 

and maintenance costs. 

Hesperia Station 

As there is no local transit that directly serves the site of the Hesperia station, the Project could 

create demand for local transit within the High Desert to the Hesperia station for commuters. 

As Routes 15 and 25 currently pass the station site, a stop could be added at the station with 

minimal impact to the operation of these routes. VVTA would make the final determination 

how to best serve this demand in collaboration with Brightline West. According to the mode 

split for the 2025 ridership forecasts for the Project, about 15 percent of commuters using the 

Hesperia station would access it by public bus. With a weekday PM peak hour of 130 total 

commuters getting off the train in Hesperia, this would amount to approximately 20 passengers 

using bus transit. 

VVTA operates Route 15 with a 40-foot bus. According to the VVTA’s Comprehensive 

Operational Analysis, all VVTA 40-foot buses have a capacity of 33 passengers. With an average 

ridership of about 11 passengers per hour (VVTA 2020), Route 15 buses have an average excess 

capacity of 22 passengers per hour, 2 more than the 20 forecasted bus transit users at the 

station were a bus to serve it. Equivalent data was not available for Route 25, as it was not in 

existence at the time of the Comprehensive Operational Analysis. However, because both 

Routes 15 and 25 operate at approximately 2-hour headways and along different routes, the 

hourly volume of passengers desiring to depart the station via bus would likely exceed the 

available bus capacity during any single hour, so the Project would have an adverse effect on 

local transit at the Hesperia station. 

Rancho Cucamonga Station 

The forecast mode split for ridership indicates that 15 percent of non-rail access travelers to 

and from Las Vegas would access the Rancho Cucamonga station by public bus and 34 percent 

of commuters between Rancho Cucamonga and Hesperia would access it by public bus. The 

forecast indicates that Fridays would have the highest ridership for all stations and types of 

service (commuter and long-distance). With 322 non-rail access long-distance travelers and 63 

commuters arriving at the Rancho Cucamonga station during the Friday PM peak hour, this 

amounts to approximately 70 passengers transferring from bus to rail during the hour. (Only 

arriving passengers are analyzed because there would be more arriving than departing 

passengers and arriving and departing passengers would not be on the bus at the same time.) 

The Rancho Cucamonga station would be located in the middle of the West Valley Connector 

project, which will provide six articulated buses in each direction during peak hours, each with a 

capacity of 96 passengers, resulting in a capacity of 1,152 passengers per hour. As the forecast 

48 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

total daily ridership on the West Valley Connector project is 5,800 passengers along the entire 

19-mile Phase 1 alignment, the West Valley Connector project will provide sufficient capacity to 

serve passengers boarding and alighting at the Rancho Cucamonga station on weekdays. 

As a commuter rail service, the Rancho Cucamonga Metrolink station sees the least activity on 

Sundays. Currently the station is not served by local bus transit on Sundays because Omnitrans 

Route 82 operates a modified route on Sundays. The new long-distance market that the Project 

would create would slightly increase demand for public bus on Sundays. If the West Valley 

Connector project provides Sunday service, it could serve that demand. To meet demand for 

local bus service on Sundays, coordination would be required with SBCTA and Omnitrans 

concerning their plans for Sunday service on routes serving the station. 

6.1.1.3. Regional Rail 

As regional rail typically traverses longer distances more quickly than bus transit, Metrolink 

ridership is expected to increase under year 2025 Build conditions in response to the Project. 

Hesperia Station 

As no existing regional rail service exists at the proposed Hesperia station site, effects on 

regional rail are not anticipated at this location. 

Rancho Cucamonga Station 

The forecast mode split for ridership indicates that 23 percent of travelers to and from Las 

Vegas would access the Rancho Cucamonga station by regional rail, but no commuters between 

Rancho Cucamonga and Hesperia would access it by regional rail, resulting in approximately 96 

passengers transferring between rail lines during the Friday PM peak hour. As of April 2022, the 

existing Rancho Cucamonga Metrolink station is served by six eastbound Metrolink trains from 

Los Angeles and two westbound trains from San Bernardino that originate between 3:57 p.m. 

and 5:57 p.m. (corresponding to the peak commute period of 4:00 p.m. to 6:00 p.m.) Each 

Metrolink train consists of six cars with a capacity of at least 120 passengers each, resulting in a 

minimum capacity of 720 passengers per train, or 2,880 passengers per hour at the station. In 

2019, prior to the COVID-19 pandemic, when Metrolink was operating 38 weekday trains on the 

San Bernardino Line, the agency reported an average weekday ridership of 9,736 passengers on 

the line (SCRRA 2019), for an average of 256 passengers per train. Therefore, existing weekday 

Metrolink service is sufficient to accommodate the additional demand. 

Forecast demand from travelers to and from Las Vegas for Metrolink service on Sunday 

afternoon is identical to Friday afternoon, but in the opposite direction. While Metrolink serves 

the Rancho Cucamonga Metrolink station on Sundays, service is less than it is on weekdays, and 

there is a 5-hour period in the late afternoon/early evening with only one train in each 

direction. Because Metrolink service does not allow for sufficient connections for Brightline 

West passengers, the Project would have an adverse effect on passengers who would utilize 

regional rail at the Rancho Cucamonga station. While planned SCORE improvements will likely 

not support increased weekday peak period service, Brightline West shall coordinate with 

SCRRA to provide additional Metrolink service on Sunday if necessary. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 49 
6.1.1.4. Active Transportation 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

As the Project is almost entirely in existing transportation rights-of-way not intended for bicycle 

or pedestrian use (such as the railroad and freeway), it is not anticipated to affect active 

transportation. While the expanded rail corridor may encroach on the north side of 8th Street in 

Rancho Cucamonga, the north side of 8th Street does not have a sidewalk. This segment of 8th 

Street is less than 1,500 feet long and terminates at Rochester Avenue, immediately west of 

I-15, and primarily serves large warehouses and industrial supply shops, making it unlikely to 

attract pedestrians or bicyclists. Additionally, the alignment would be on viaduct in this area, 

preventing any potential conflict between trains and pedestrians or bicyclists. As the railroad 

would be a sealed, grade-separated corridor, sidewalks and bike lanes of cross streets, such as 

Milliken Avenue, would not be affected. 

The forecast mode split for ridership indicates none of the Project’s riders would access the 

Rancho Cucamonga and Hesperia stations by walking or bicycling, and, thus, would not affect 

the existing active transportation network. 

6.1.1.5. Parking 

Hesperia Station 

A parking facility is proposed for the Hesperia station on the south side of Joshua Street. This 

facility is proposed to be designed to accommodate 360 parking spaces. Based on the ridership 

estimates provided by Brightline West, by 2025 Opening Year, the number of daily departures 

at the Hesperia station is projected to be 573 from Monday-Thursday, 575 on Friday, 267 on 

Saturday, and 217 on Sunday. Based on an AVO of 1.18 for commuter trips, and a 70 percent 

mode share for self-drive and park, the 575 riders would result in 340 automobiles parking at 

the Hesperia station. Since all the riders accessing the Hesperia station are daily commuters, 

the number of vehicles that will potentially be parked overnight at the station is insignificant. 

Additionally, since some morning commuters would return to the station before evening 

travelers arrive at the station, the number of parking spaces planned at this station should be 

able to accommodate the highest demand. 

Rancho Cucamonga Station 

At the Rancho Cucamonga station, a parking structure is proposed to replace approximately 

two thirds of the existing surface parking on property owned by the City of Rancho Cucamonga 

at the existing Metrolink station, with a total capacity of 4,100 parking spaces, including 650 

reserved for Metrolink passengers. All vehicles entering the parking structure would be 

required to have either a Metrolink or a Brightline West permit. Metrolink passengers would 

continue to purchase permits at the station or online. Brightline West passengers would 

purchase parking permits at the same time as they purchase their train tickets. Brightline West 

parking permits are anticipated to be electronic, either displayed on a smartphone or enforced 

by license plate recognition once the vehicle is inside the parking structure. 

Based on the ridership estimates provided by Brightline West, by 2025 Opening Year, the 

capacity constrained number of daily passenger departures to Las Vegas from the Rancho 

Cucamonga station is projected to be 4,938 on Friday, followed by 4,225 on Saturday, 4,148 on 

50 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Sunday, and 3,851 on Thursday. Since all of these riders are destined for Las Vegas, it can be 

expected that the large majority of them would stay in Las Vegas for more than one day. The 

peak parking demand would be expected on Saturday, when few vehicles that parked on Friday 

will have departed, and more vehicles will arrive and need to park. The total combined 

ridership departing Rancho Cucamonga for Las Vegas on Friday and Saturday is forecast to be 

9,163 passengers. Based on an AVO of 1.85 for leisure travelers, and a 66 percent mode share 

for self-drive and park, the 9,163 riders would result in approximately 3,269 automobiles 

parking at the Rancho Cucamonga station. In addition, on Friday, there would be 640 intercity 

rail passengers to Hesperia with an AVO of 1.18 and a 1 percent mode share for self-drive and 

park. These passengers would generate demand for an additional six parking spaces. Finally, 

there would be a requirement of 100 employee parking spaces and 650 parking spaces 

dedicated to Metrolink riders, bringing the total demand to 4,025 parking spaces. Since the 

parking facility is planned to be designed with 4,100 parking spaces, adequate parking will be 

available in the 2025 Opening Year. 

6.1.1.6. Freeway Mainline 

Based on the ridership estimates for the Project between Rancho Cucamonga and Hesperia 

(including passengers continuing to Las Vegas), Table 17 provides an estimate of the reduction 

in automobile volumes on I-15 between Rancho Cucamonga and Hesperia during peak hours 

with implementation of the Project. For the discussion of traffic volumes and VMT, passengers 

have been classified as either “long-distance” (traveling between Rancho Cucamonga and Las 

Vegas) or “commuters” (traveling between Rancho Cucamonga and Hesperia). The Project’s 

service would reduce demand on I-15 by up to 166 vehicles in the peak direction during the 

highest peak hour by the year 2025. These calculations take into account that 74.8 percent of 

the long-distance riders would be diverted from automobiles, and 90.1 percent of the 

commuters would be diverted from automobiles. 

Table 17. 2025 Opening Year Calculation of Vehicles Removed from I-15 Under Build Conditions 

Trip Ends and Direction 

Ridership 

Weekday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

Friday 

AM 

Peak 

Hour 

PM 

Peak 

Hour AVO 

Vehicles 

Weekday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

Friday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

From Rancho Cucamonga to 

Las Vegas (NB) 62 200 81 241 2.5 25 80 32 96 

From Las Vegas to 

Rancho Cucamonga (SB) 162 204 196 241 2.5 65 81 78 96 

From Rancho Cucamonga to 

Hesperia (NB) 16 102 16 57 1.18 13 86 13 48 

From Hesperia to 

Rancho Cucamonga (SB) 48 14 48 14 1.18 41 12 41 12 

Total Vehicles Removed 

from I-15 NB 38 166 46 145 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 51 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Trip Ends and Direction 

Ridership 

AVO 

Vehicles 

Weekday Friday Weekday Friday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

Total Vehicles Removed 

from I-15 SB 106 93 119 108 

6.1.1.7. Vehicle Miles Traveled 

This section provides an analysis of the anticipated changes in VMT with the implementation of 

the Project in the 2025 Opening Year. The Project would result in a net reduction in annual 

VMT. As noted in Section 5.1.7, the VMT benefits of the Project would occur both within the 

project limits and between Victory Valley and Las Vegas. 

The Project’s effect on VMT is closely tied to that of the Victor Valley to Las Vegas project 

because many passengers using the Project's service would travel to Las Vegas. Therefore, the 

most straightforward way to calculate the Project’s net effect on VMT is first to calculate the

combined effect of both projects and then to subtract the effect of just the Victor Valley to Las 

Vegas project alone, which has previously been calculated (for year 2045) for the transportation 

analysis of the National Environmental Policy Act reevaluation of that project (FRA 2020). 

The net change in VMT resulting from the two projects combined includes three components: 

1. Reduction of VMT due to diversion of automobile trips to the projects 

2. Addition of VMT due to induced demand (trips that would not have occurred without 

the projects) 

3. Addition of VMT due to trips made by employees of both projects 

Various assumptions went into calculating the net VMT reduction. All these assumptions are 

either documented or have been calculated from operating assumptions provided in Brightline 

West Cajon Pass Project Operating Assumptions Memo (Brightline West 2022). These are: 

1. An AVO of 2.5 has been assumed for all long-distance auto trips due to diversion of 

automobiles due to rail. This AVO has been assumed based on a behavioral survey of 

travelers (between Las Vegas and Southern California) conducted by Steer Davies and 

Gleave between March and May 2016, as part of High Desert Corridor: Investment 

Grade Ridership & Revenue Forecasts (March 2017). 

2. An AVO of 1.85 has been assumed for all long-distance auto trips due to induced 

demand. 

3. An AVO of 1.18 has been assumed for all auto commuter and employee trips (diversion 

plus induced). 

4. Of the total long-distance ridership, 74.8 percent of the riders would be diverted from 

automobiles, 15.3 percent of the riders would be diverted from air travel, and 9.9 

percent of the riders would be because of induced demand. 

52 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

5. The commuter ridership estimates include an assumption of induced demand of 

9.9 percent. 

6. Of the total long-distance trips, 73 percent of the trips are traveling between Rancho 

Cucamonga and Las Vegas and 27 percent are traveling between Victor Valley and Las 

Vegas. 

7. At the Hesperia station, 15 percent of the riders are assumed to arrive by public transit 

or shuttle. 

8. At the Rancho Cucamonga station, 11.5 percent of the long-distance riders are assumed 

to arrive by public transit or shuttle, and 34 percent of the commuters are assumed to 

arrive by public transit or shuttle. 

The first component of the two projects’ aggregate change to VMT is the reduction associated 

with diversion from automobiles to rail. The calculation of this component is shown in Table 18. 

As shown, the projects together would result in an annual reduction in VMT of 358,092,937 

miles because of the diversion of automobile trips to the projects. As noted in the assumptions, 

15.3 percent of the riders would be diverted from air travel. Diverted airport access trip are 

assumed to be equivalent to rail station access trips, and thus their net VMT change has not 

been included in this calculation. Vehicle travel to and from airports is assumed to be replaced 

by an equivalent amount of vehicle travel to and from rail stations. 

Table 18. Aggregate Annual VMT Reduction from Diversion from Automobiles (2025 Opening Year) 

Trip Ends 

Driving 

Distance 

(miles) 

Annual 

Ridership 

Reduction in 

Passenger Miles 

Traveled by Auto 

Average 

Vehicle 

Occupancy 

VMT 

Reduction 

Rancho Cucamonga to Las Vegas 220 3,080,140 677,630,787 2.5 271,052,315 

Rancho Cucamonga to Hesperia 33 342,307 11,296,132 1.18 9,572,993 

Victor Valley to Las Vegas 170 1,139,230 193,669,073 2.5 77,467,629 

Total 4,561,677 882,595,992 358,092,937 

Notes: 

1. Annual ridership excludes induced travel shown in Table 19. 

2. VMT is calculated as Passenger Miles Traveled divided by AVO. 

3. Ridership estimates are from the Brightline West Cajon Pass Project Operating Assumptions Memo (Brightline 

West 2022). 

4. Ridership and VMT for the Victor Valley to Las Vegas project are shown for informational purposes only. 

The second component of the projects’ change to VMT is the increase in VMT resulting from 

induced traffic of two types. With the added option of HSR transportation between Southern 

California and Las Vegas, some people who would not otherwise have traveled between the 

two areas would choose to do so. In addition, there would be some commuters who live in the 

High Desert and would commute to the San Bernardino Valley who would not do so without the 

option of HSR travel. Passengers making either type of trip would make automobile trips to and 

from the rail stations at either end of their trips. As noted in the assumptions 9.9 percent of 

total trips are assumed to consist of such induced travel. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 53 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

An estimate of the increase in annual VMT associated with induced demand generated by the 

projects is shown in Table 19. The average driving distance noted in the table for long-distance 

travelers at Rancho Cucamonga station and Las Vegas station is consistent with the assumption 

in the ridership model. For the Hesperia station, the average commuter driving distance is 

based on distance to Victorville, which represents anticipated typical trip origin for commuters 

to the station. As shown, the projects together would result in an annual increase in VMT of 

12,050,030 miles because of induced travel. 

Table 19. Aggregate Annual VMT from Induced Travel (2025 Opening Year) 

Trip Ends 

Driving 

Distance 

(miles) 

Annual 

Induced 

Auto Trips 

Increase in 

Passenger Miles 

Traveled by Auto 

Average 

Vehicle 

Occupancy VMT Increase 

Rancho Cucamonga to Las Vegas 35 360,866 12,630,310 1.85 6,827,195 

Rancho Cucamonga to Hesperia 16 31,970 511,520 1.18 433,492 

Victor Valley To Las Vegas 35 150,815 5,278,525 1.85 2,853,257 

Rancho Cucamonga/Hesperia 

Station (access by transit) - 52,534 0 0 0 

Total 543,651 18,420,355 10,113,944 

Notes: 

1. Induced auto trips for trips starting or ending at Rancho Cucamonga do not include trips made by transit. 

2. The total annual induced auto trips do not include the 52,534 trips that access the station by transit. 

3. VMT is calculated as Passenger Miles Traveled divided by AVO. 

4. Ridership estimates are from the Brightline West Cajon Pass Project Operating Assumptions Memo (Brightline 

West 2022). 

5. Average driving distance to and from Victor Valley and Rancho Cucamonga stations is assumed to be 35 miles. 

To account for both trips ends, 35 miles has been used as the average driving distance for each one-way trip. 

Average driving distance to and from Hesperia and Rancho Cucamonga stations is assumed to be 8 miles, 

because those trips are made by commuters. To account for both trips ends, 16 miles has been used as the 

average driving distance for each one-way trip. 

6. Ridership and VMT for the Victor Valley to Las Vegas project are shown for informational purposes only. 

The final component of the projects’ change to VMT is the increase resulting from trips made 

by employees of both projects: 

183 employees (daily employees in 2025) 

× 365 days/year 

× 25 miles (assumed one-way average travel distance from home to work) 

× 2 one-way trips/employee 

÷ 1.18 passengers/vehicle (AVO for work commute trips) 

≈ 2,830,297 miles (increase) 

Accounting for all components of vehicular traffic, the two projects would result in a reduction 

in annual VMT of approximately 345 million miles. Although the previous study did not 

estimate the Opening Year 2025 reduction in VMT of the Victor Valley to Las Vegas project, that 

can be estimated based on the proportion of net reduction of the Project in Opening Year 2025 

54 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

vs. Horizon Year 2045 (the Horizon Year 2045 net VMT reduction of the Project is provided in 

Section 6.1.2.7). Based on that proportional analysis, the VMT reduction in Opening Year 2025 

of the Victor Valley to Las Vegas project alone would be approximately 252 million miles, and 

the reduction attributable to the Cajon Pass High-Speed Rail Project would be 93 million miles. 

6.1.2. Horizon Year (2045) Effects 

This section discusses the Project’s effects under 2045 Horizon Year conditions. 

6.1.2.1. Local Intersections 

2045 Horizon Year Build intersection traffic volumes were developed by adding the estimated 

2045 Horizon Year station trip generation to the 2045 Horizon Year No Build traffic projections. 

2045 Horizon Year Build turning movement volumes for study intersections in Hesperia and 

Rancho Cucamonga are provided in Appendix D. 

Table 20 summarizes the 2045 Horizon Year Build weekday AM and PM peak hour, Friday PM 

peak hour, and Sunday PM peak hour intersection LOS at study intersections in Hesperia. 

Table 21 summarizes existing weekday AM and PM peak hour, Friday PM peak hour, and 

Sunday PM peak hour intersection LOS at study intersections in Rancho Cucamonga. 

Intersection LOS calculation worksheets are provided in Appendix E. 

All of the study intersections in Hesperia are projected to operate at LOS D or better during the 

2045 Horizon Year Build with the exceptions of the following intersections: 

• US 395/Joshua Street (LOS F in the Friday PM peak hour) 

• Joshua Street/Mariposa Road (LOS F in the weekday PM, Friday PM, and Sunday PM 

peak hours) 

In Rancho Cucamonga, all study intersections are projected to operate at LOS D or better during 

the 2045 Horizon Year Build, with the exception of the following intersections: 

• Milliken Avenue/Foothill Boulevard (LOS E in the weekday PM, Friday PM, and Sunday 

PM peak hours) 

• Milliken Avenue/7th Street (LOS F in the weekday PM, Friday PM, and Sunday PM peak 

hours) 

• Milliken Avenue/4th Street (LOS F in the weekday PM, Friday PM, and Sunday PM peak 

hours) 

• Milliken Avenue/I-10 westbound ramps (LOS E in the weekday PM peak hour and LOS F 

in the Friday PM peak hour) 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 55 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 20. City of Hesperia 2045 Horizon Year Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 2.75 C 50.5 D 239.4 F 52.5 D 

(2) Joshua Street/ 

I-15 SB ramp 

OWSC 12.3 B 18.8 C 22.2 C 18.5 C 

(3) Joshua Street/ 

I-15 NB ramp 

OWSC 8.8 A 9.7 A 11.0 B 9.2 A 

(4) Joshua Street/ Mariposa Road OWSC 15.8 C 276.4 F 259.2 F 113.0 F 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition 

(TRB 2016). 

2. Shaded cells represent locations that exceed Hesperia’s policy of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

Table 21. City of Rancho Cucamonga 2045 Horizon Year Build Intersection Level of Service 

(No.) Intersectiona 

Traffic 

Control 

Weekday 

AM Peak Hour 

Control 

Delayb LOS 

PM Peak Hour 

Control 

Delay LOS 

Weekend 

Friday 

PM Peak Hour 

Control 

Delay LOS 

Sunday 

PM Peak Hour 

Control 

Delay LOS 

(5) Milliken Avenue/ 

SR 210 WB ramps Signal 12.7 B 9.4 A 13.6 B 9.9 A 

(6) Milliken Avenue/ 

SR 210 EB ramps Signal 11.5 B 12.4 B 29.0 C 15.6 B 

(7) Milliken Avenue/ 

Foothill Boulevard Signal 16.8 B 72.1 E 66.0 E 62.9 E 

(8) Milliken Avenue/ 

Azusa Court OWSC 14.6 B 15.2 C 17.8 C 15.4 C 

(9) Milliken Avenue/ 

7th Street Signal 42.8 D 130.0 F 137.7 F 106.4 F 

(10) Milliken Avenue/ 

4th Street Signal 41.5 D 118.1 F 212.1 F 203.5 F 

(11) Milliken Avenue/ 

I-10 WB ramps Signal 44.8 D 75.9 E 152.6 F 52.1 D 

(12) Milliken Avenue/ 

I-10 EB ramps Signal 17.5 B 21.3 C 34.9 C 21.2 C 

56 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) Intersectiona 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delayb LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(13) Foothill Boulevard/ 

I-15 SB ramps Signal 18.0 B 20.1 C 32.1 C 11.3 B 

(14) Foothill Boulevard/ 

I-15 NB ramps Signal 8.0 A 46.3 D 5.6 A 24.7 C 

(15) 4th Street/ 

I-15 SB ramps Signal 40.6 D 29.4 C 33.1 C 42.4 D 

(16) 4th Street/ 

I-15 NB ramps Signal 51.2 D 27.5 C 33.3 C 38.7 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition 

(TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s policy of LOS D. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

Table 22 compares the 2045 Horizon Year No Build and Build weekday AM and PM peak hour, 

Friday PM peak hour, and Sunday PM peak hour intersection LOS at study intersections in 

Hesperia. Table 23 compares the 2045 Horizon Year No Build and Build weekday AM and PM 

peak hour, Friday PM peak hour, and Sunday PM peak hour intersection LOS at study 

intersections in Rancho Cucamonga. 

In Hesperia, for the 2045 Build weekday PM, Friday PM, and Sunday PM peak hours, the Project 

would contribute traffic to two intersections that are operating at LOS E or LOS F without the 

Project: 

• US 395/Joshua Street (Friday PM peak hour where 98 project trips are added to this 

intersection) 

• Joshua Street/Mariposa Road (weekday PM, Friday PM, and Sunday PM peak hours 

where between 19 and 94 project trips are added to this intersection) 

In Rancho Cucamonga, for the 2045 Build weekday PM and Friday PM peak hours, the Project 

would contribute traffic to three intersections that are operating at LOS E or LOS F without the 

Project: 

• Milliken Avenue/Foothill Boulevard (weekday PM, Friday PM, and Sunday PM peak 

hours where between 201 and 291 project trips are added to this intersection) 

• Milliken Avenue/4th Street (weekday PM, Friday PM, and Sunday PM peak hours where 

between 535 and 771 project trips are added to this intersection) 

• Milliken Avenue/I-10 westbound ramps (weekday PM and Friday PM peak hours where 

between 422 and 609 project trips are added to this intersection) 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 57 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

The addition of project traffic to the Hesperia and Rancho Cucamonga intersections do not 

cause intersections to degrade from an acceptable LOS D in the No Build conditions to a LOS E 

or LOS F in the weekday and weekend peak hour Build conditions, with the exception of the 

Milliken Avenue/7th Street intersection. This intersection is projected to degrade from an 

acceptable LOS A to LOS F in the Sunday PM peak hour and from an acceptable LOS B to LOS F 

in the weekday PM and Friday PM peak hours where the station adds between 643 and 926 

vehicles to this intersection (depending on day and time period) as the primary access to the 

existing Metrolink and future proposed Brightline West station. 

In summary, the addition of project traffic to the Hesperia and Rancho Cucamonga 

intersections does not cause intersections to degrade from an acceptable LOS D in the No Build 

conditions to LOS E or LOS F in the weekday and weekend peak hour Build conditions, with the 

exception of the Milliken Avenue/7th Street intersection. Based on the criteria listed in 

Section 4.1, there are no adverse effects at intersections under year 2045 conditions other than 

Milliken Avenue/7th Street. However, both in Hesperia and Rancho Cucamonga, the Project 

would contribute to the already unsatisfactory LOS conditions at five intersections. To mitigate 

these conditions, the Project shall comply with the San Bernardino County CMP policies to 

make fair-share contributions to regional traffic improvements identified in the latest Nexus 

Study (2018). The Project’s fair-share contribution may be offset by the value of improvements 

that the Project would make at locations at which it is only partially responsible for the 

increased delay. 

Table 24 compares the 2045 Horizon Year No Build and Build weekday AM and PM peak hour, 

Friday PM peak hour, and Sunday PM peak hour off-ramp queueing at study intersections in 

Hesperia and Rancho Cucamonga. In all cases the calculated 95th percentile queues are 

projected to extend within off-ramp storage without extending onto mainline lanes. For the 

southbound right turning movement at the I-15 SB ramps/Foothill Boulevard intersection, 

although the storage is exceeded for this single turning movement, the queueing spillback is 

projected to be accommodated in the upstream adjacent lane in all peak hours. 

58 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 22. City of Hesperia 2045 Horizon Year Intersection Level of Service Comparison (No Build vs. Build Conditions) 

(No.) 

Intersectiona 

Traffic 

Control 

No Build 

Weekday 

AM Peak 

Hour 

Control 

Delayb LOS 

PM Peak 

Hour 

Control 

Delay LOS 

Build 

Weekday 

AM Peak 

Hour 

Control 

Delay LOS 

PM Peak 

Hour 

Control 

Delay LOS 

No Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

(1) US 395/ 

Joshua Street Signal 21.6 C 43.0 D 27.5 C 50.5 D 234.9 F 46.3 D 239.4 F 52.5 D 

(2) Joshua 

Street/ 

I-15 SB ramp 

OWSC 10.0 B 14.5 B 12.3 B 18.8 C 16.2 C 17.5 C 22.2 C 18.5 C 

(3) Joshua 

Street/ 

I-15 NB ramp 

OWSC 8.0 A 9.1 A 8.8 A 9.7 A 10.2 B 9.1 A 11.0 B 9.2 A 

(4) Joshua 

Street/ 

Mariposa Road 

OWSC 12.6 B 113.2 F 15.8 C 276.4 F 132.7 F 86.5 F 259.2 F 113.0 F 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 2016). 

2. Shaded cells represent locations that exceed Hesperia’s policy of LOS D.

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 59 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 23. City of Rancho Cucamonga 2045 Horizon Year Intersection Level of Service Comparison (No Build vs. Build) 

(No.) 

Intersectiona 

Traffic 

Control 

No Build 

Weekday 

AM Peak 

Hour 

Control 

Delayb LOS 

PM Peak 

Hour 

Control 

Delay LOS 

Build 

Weekday 

AM Peak 

Hour 

Control 

Delay LOS 

PM Peak 

Hour 

Control 

Delay LOS 

No Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

Build 

Weekend 

Friday PM 

Peak Hour 

Control 

Delay LOS 

Sunday PM 

Peak Hour 

Control 

Delay LOS 

(5) Milliken 

Avenue/ 

SR 210 WB ramps 

Signal 12.2 B 8.9 A 12.7 B 9.4 A 12.8 B 9.3 A 13.6 B 9.9 A 

(6) Milliken 

Avenue/ 

SR 210 EB ramps 

Signal 11.3 B 11.0 B 11.5 B 12.4 B 28.7 C 14.8 B 29.0 C 15.6 B 

(7) Milliken 

Avenue/ 

Foothill 

Boulevard 

Signal 16.0 B 63.5 E 16.8 B 72.1 E 63.8 E 59.4 E 66.0 E 62.9 E 

(8) Milliken 

Avenue/ 

Azusa Court 

OWSC 12.1 B 12.7 B 14.6 B 15.2 C 13.2 B 11.6 B 17.8 C 15.4 C 

(9) Milliken 

Avenue/ 

7th Street 

Signal 16.9 B 12.0 B 42.8 D 130.0 F 13.8 B 9.4 A 137.7 F 106.4 F 

(10) Milliken 

Avenue/ 

4th Street 

Signal 40.6 D 112.4 F 41.5 D 118.1 F 208.2 F 216.9 F 212.1 F 203.5 F 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

Signal 44.1 D 77.1 E 44.8 D 75.9 E 118.3 F 54.8 D 152.6 F 52.1 D 

60 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) 

Intersectiona 

Traffic 

Control 

No Build Build No Build Build 

Weekday Weekday Weekend Weekend 

AM Peak 

Hour 

PM Peak 

Hour 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

Control 

Delayb LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

Signal 17.3 B 19.4 B 17.5 B 21.3 C 23.6 C 19.2 B 34.9 C 21.2 C 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 17.8 B 17.6 B 18.0 B 20.1 C 25.0 C 10.4 B 32.1 C 11.3 B 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 8.0 A 46.1 D 8.0 A 46.3 D 5.6 A 24.6 C 5.6 A 24.7 C 

(15) 4th Street/ 

I-15 SB ramps Signal 35.3 D 29.5 C 40.6 D 29.4 C 30.8 C 42.2 D 33.1 C 42.4 D 

(16) 4th Street/ 

I-15 NB ramps Signal 44.6 D 27.4 C 51.2 D 27.5 C 33.2 C 38.6 D 33.3 C 38.7 D 

Notes: 

1. Delay and LOS are calculated using the operations methodology of the Highway Capacity Manual, 6th Edition (TRB 2016). 

2. Shaded cells represent locations that exceed Rancho Cucamonga’s policy of LOS D.

3. Bold text cells represent locations where a significant impact has been identified. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

b Control delay in seconds per vehicle 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 61 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 24. 2045 Horizon Year Ramp Queueing Comparison (No Build vs. Build Conditions) 

(No.) 

Intersectiona Movement 

Available 

Storage 

(feet) 

2045 No Build 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

2045 Build 

95th Percentile Queue (feet) 

AM Peak 

Hour 

PM Peak 

Hour 

Friday PM 

Peak Hour 

Sunday PM 

Peak Hour 

(2) Joshua Street/ 

I-15 SB ramp 

SBL 1,495 11 46 44 74 31 70 77 82 

SBR 1,495 11 46 44 74 31 70 77 82 

(13) I-15 SB ramps/ 

Foothill Blvd 

SBL 1,780 244 244 484* 152 249 244 532* 152 

SBR 225 217 370* 408* 164 224 431* 457* 187 

(14) I-15 NB ramps/ 

Foothill Blvd 

NBL 1,700 86 848* 64 475 86 848* 64 475 

NBR 1,700 75 794* 55 389 75 794* 55 389 

(15) I-15 SB ramps/ 

4th Street 

SBL 320 195 139 154 169 199 141 154 169 

SBT 1,640 122 123 128 214 119 123 128 214 

SBR 320 78 57 78 89 75 61 79 89 

(16) I-15 NB ramps/ 

4th Street 

SBL 430 289* 141 195* 74 289* 141 195* 74 

SBT 430 296* 141 183* 75 296* 141 183* 75 

SBR 1,185 91 54 93 57 89 55 121 57 

(5) Milliken Avenue/ 

SR 210 WB ramps 

WBL 1,155 71 74 52 74 71 78 57 78 

WBT 265 59 75 62 76 61 80 70 79 

WBR 265 30 30 201 26 30 30 201 26 

(6) Milliken Avenue/ 

SR 210 EB ramps 

EBL 1,155 88 118* 270 124* 91 118* 270 124* 

EBT 485 79 115* 272 62 76 119* 279 64 

EBR 410 38 48 55 47 38 52 60 50 

(11) Milliken Avenue/ 

I-10 WB ramps 

EBL 1,420 35 71 411* 107 50 117 547* 158* 

EBT 1,420 59 297* 451* 446* 59 297* 427* 446* 

62 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

(No.) 

Available 

Storage 

2045 No Build 

95th Percentile Queue (feet) 

2045 Build 

95th Percentile Queue (feet) 

AM Peak PM Peak Friday PM Sunday PM AM Peak PM Peak Friday PM Sunday PM 

Intersectiona Movement (feet) Hour Hour Peak Hour Peak Hour Hour Hour Peak Hour Peak Hour 

EBR 300 0 0 48 51 0 0 47 51 

(12) Milliken Avenue/ 

I-10 EB ramps 

EBL 1,475 147 155 452 105 157 213 581 136 

EBR 510 102 41 6 38 96 41 6 34 

Notes: 

4. Available storage measures in feet from the stop bar to the beginning of a lane addition and/or ramp gore point. 

5. Shaded cells represent locations where the 95th percentile queue length exceeds the available storage for the movement. 

6. Queues reported are maximum after two cycles. 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

* 95th percentile volume exceeds capacity; queue may be longer. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 63 
6.1.2.2. Local Transit 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Under year 2045 conditions, the Project is expected to increase transit demand at all stations, 

although local transit is expected to be a small share of overall project demand. 

Hesperia Station 

As there is no local transit that directly serves the site of the Hesperia station, the Project could 

create demand for local transit within the High Desert to the Hesperia station for commuters. 

As Routes 15 and 25 currently pass the station site, a stop could be added at the station with 

minimal impact to the operation of these routes. VVTA would make the final determination 

how to best serve this demand in collaboration with Brightline West. According to the mode 

split for the 2045 ridership forecasts for the Project, about 15 percent of commuters using the 

Hesperia station would access it by public bus. With a weekday PM peak hour of 260 total 

commuters getting off the train in Hesperia, this would amount to approximately 39 passengers 

using bus transit. 

VVTA operates Route 15 with a 40-foot bus. According to the VVTA’s Comprehensive 

Operational Analysis, all VVTA 40-foot buses have a capacity of 33 passengers. In 2019, Route 

15 buses had an average ridership of about 11 passengers per hour (VVTA 2020). Based on 

growth forecasts in the 2020-2045 RTP/SCS, population in Victorville is anticipated to increase 

by 52 percent between 2019 and 2045; therefore, average ridership could be expected to 

increase to 17 passengers per bus. Equivalent data were not available for Route 25, as it was 

not in existence at the time of the Comprehensive Operational Analysis. However, since both 

Route 15 and Route 25 operate at approximately 2-hour headways, and the hourly volume of 

passengers desiring to depart the station via bus would exceed the capacity of a single bus, the 

Project would have an adverse effect on local transit at the Hesperia station. 

Rancho Cucamonga Station 

The forecast mode split for ridership indicates that 15 percent of non-rail access travelers to 

and from Las Vegas would access the Rancho Cucamonga station by public bus and 34 percent 

of commuters between Rancho Cucamonga and Hesperia would access it by public bus. The 

forecast indicates that Fridays would have the highest ridership for all stations and types of 

service (commuter and long-distance). With 968 non rail access long-distance travelers and 212 

commuters arriving at the Rancho Cucamonga station during the Friday PM peak hour, this 

amounts to approximately 217 passengers transferring from bus to rail during the hour. Only 

arriving passengers are analyzed because there would be more arriving than departing 

passengers and arriving and departing passengers would not be on the same buses. 

The proposed Rancho Cucamonga station would be located in the middle of the West Valley 

Connector project, which will provide six articulated buses in each direction during peak hours, 

each with a capacity of 96 passengers, resulting in a capacity of 1,152 passengers per hour. As 

the forecast total daily ridership on the West Valley Connector project in 2040 is 

10,170 passengers along the entire 35-mile alignment, the West Valley Connector project will 

provide more than enough capacity to serve passengers boarding and alighting at the Rancho 

Cucamonga station on weekdays. 

As a commuter rail service, the Rancho Cucamonga Metrolink station sees the least activity on 

Sundays. Currently the station is not served by local bus transit on Sundays, as Omnitrans 

64 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Route 82 operates a modified route on Sundays. The new long-distance market that the Project 

would create would slightly increase demand for public bus on Sundays. If the West Valley 

Connector project provides Sunday service, it could serve that demand. Coordination would be 

required with SBCTA and Omnitrans to understand their plans for Sunday service on routes 

serving the station in order to meet demand for local bus service on Sunday. 

6.1.2.3. Regional Rail 

Under year 2045 Build conditions ridership on Metrolink is expected to increase in response to 

the Project. 

Hesperia Station 

As there is no existing regional rail service at the proposed Hesperia station site, effects on 

regional rail are not anticipated at this location. 

Rancho Cucamonga Station 

The forecast mode split for ridership indicates that 23 percent of travelers to and from Las 

Vegas would access the Rancho Cucamonga station by regional rail, but no commuters between 

Rancho Cucamonga and Hesperia would access it by regional rail, resulting in approximately 

289 passengers transferring between rail lines during the Friday PM peak hour. Even with 

SCORE improvements, in the absence of additional operating funds, the Rancho Cucamonga 

station in 2045 will likely still be served by four Metrolink trains (three eastbound, one 

westbound) that are suitably timed for Brightline West departures during the 4:00 p.m. to 

5:00 p.m. and 5:00 p.m. to 6:00 p.m. hours. Each Metrolink train consists of six cars with a 

capacity of at least 120 passengers each, resulting in a minimum capacity of 720 passengers per 

train, or 2,880 passengers per hour at the station. Metrolink’s 10-Year Strategic Plan (SCRRA 

2015) forecasts approximately 13 percent growth per decade on the San Bernardino Line 

(although ridership actually declined from 2015 to 2019 per National Transit Database data), 

which would result in approximately 14,000 passengers per day on the San Bernardino Line—

still well below the capacity of the line. Therefore, the expected weekday Metrolink service is 

sufficient to accommodate the additional demand. 

Forecast demand from travelers to and from Las Vegas for Metrolink service on Sunday 

afternoon is identical to Friday afternoon, but in the opposite direction. While Metrolink serves 

the Rancho Cucamonga Metrolink station on Sundays, service is less than on weekdays, and 

there is a 5-hour period in the late afternoon/early evening with only one train in each 

direction. Because Metrolink service does not allow for sufficient connections for Brightline 

West passengers, the Project would have an adverse effect on passengers who would utilize 

regional rail at the Rancho Cucamonga station. While planned SCORE improvements will likely 

not support increased weekday peak period service, Brightline West shall coordinate with 

SCRRA to provide additional Metrolink service on Sunday if necessary. 

6.1.2.4. Active Transportation 

As the Project is almost entirely in existing transportation rights-of-way not intended for bicycle 

or pedestrian use (such as the railroad and freeway), it is not anticipated to affect active 

transportation. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 65 
6.1.2.5. Parking 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Hesperia Station 

A parking facility is proposed for the Hesperia station on the south side of Joshua Street. This 

facility is proposed to be designed to accommodate 360 parking spaces. Based on the ridership 

estimates provided by Brightline West, by year 2045, the number of daily departures at the 

Hesperia station is projected to be 1,252 from Monday-Thursday, 1,260 on Friday, 534 on 

Saturday, and 334 on Sunday. 

Of the 1,260 riders projected to depart daily from Hesperia, almost 1,012 riders would depart in 

the morning (2:00 a.m. until 4:00 p.m.). With the assumption that few daytime commuters 

would return to the station before evening travelers arrive at the station, the parking facility 

needs to accommodate at least 1,012 commuters. 

Based on an AVO of 1.18 for commuter trips and a 70 percent mode share for self-drive and 

park, the 1,012 riders would result in 600 automobiles parking at the Hesperia station. Since the 

parking facility is designed for only 360 parking spaces, mitigation measures would be required 

to accommodate and manage parking demand at this station. 

Rancho Cucamonga Station 

At the Rancho Cucamonga station, a parking structure is proposed on property owned by the 

City of Rancho Cucamonga at the existing Metrolink station, with a total capacity of 

4,100 parking spaces, including 650 reserved for Metrolink passengers. Access would remain 

from Azusa Court. 

Based on the ridership estimates provided by Brightline West, by year 2045, the maximum 

number of daily departures to Las Vegas from the Rancho Cucamonga station is projected to be 

13,499 on Friday, followed by 8,799 on Sunday, 8,657 on Saturday, and 7,653 on Thursday. 

Since all of these riders are destined for Las Vegas, it can be expected that the large majority of 

them would stay in Las Vegas for more than one day. The peak parking demand would be 

expected on Saturday, when few vehicles that parked on Friday will have departed, and more 

vehicles will arrive and need to park. The total combined ridership departing Rancho 

Cucamonga for Las Vegas on Friday and Saturday is forecast to be approximately 22,156 

passengers. Based on an AVO of 1.85 for leisure travelers, and a 66 percent mode share for selfdrive and park, the 22,156 riders would result in approximately 7,904 automobiles parking at 

the Rancho Cucamonga station. In addition, on Friday, there would be 1,445 intercity rail 

passengers to Hesperia. With an AVO of 1.18 and a 1 percent mode share for self-drive and 

park, these passengers would generate demand for an additional 12 parking spaces. Finally, 

there would a requirement of 100 employee parking spaces and 650 parking spaces dedicated 

to Metrolink riders, bringing the total demand to 8,654 parking spaces. Since the parking facility 

is designed for only 4,100 parking spaces, mitigation measures would be required to 

accommodate and manage parking demand at this station. 

Total daily ridership forecasts in 2045 for Monday to Thursday range from 6,106 to 7,653 

passenger departures to Las Vegas from the Rancho Cucamonga station. This would result in a 

demand for 2,178 to 2,730 parking spaces, based on an AVO of 1.85 for leisure travelers and a 

66 percent mode share for self-drive and park. Since most trips to Las Vegas will include at least 

one overnight stay, the proposed parking facility would not be able to accommodate the 

demand generated by any two consecutive days’ departures for Las Vegas. Therefore, 

66 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

mitigation measures would be required to accommodate and manage weekday parking 

demand at this station. 

6.1.2.6. Freeway Mainline 

Based on the ridership estimates for the Project between Rancho Cucamonga and Hesperia 

(including passengers continuing to Las Vegas), Table 25 provides an estimate of the reduction 

in automobile volumes on I-15 between Rancho Cucamonga and Hesperia during peak hours 

with implementation of the Project. 

The Project’s service would reduce demand on I-15 by up to 452 vehicles in the peak direction 

during the highest peak hour by the year 2045. These calculations take into account that 74.8 

percent of the long-distance riders would be diverted from automobiles, and 90.1 percent of 

the commuters would be diverted from automobiles. 

Table 25. Year 2045 Calculation of Vehicles Removed from I-15 Under Build Conditions 

Trip Ends and Direction 

Ridership 

Weekday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

Friday 

AM 

Peak 

Hour 

PM 

Peak 

Hour AVO 

Vehicles 

Weekday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

Friday 

AM 

Peak 

Hour 

PM 

Peak 

Hour 

From Rancho Cucamonga to 

Las Vegas (NB) 115 371 244 724 2.5 46 148 97 290 

From Las Vegas to 

Rancho Cucamonga (SB) 300 378 363 524 2.5 120 151 145 210 

From Rancho Cucamonga to 

Hesperia (NB) 35 207 36 191 1.18 30 176 30 162 

From Hesperia to 

Rancho Cucamonga (SB) 136 32 137 32 1.18 115 27 116 27 

Total Vehicles Removed from 

I-15 (NB) 76 324 128 452 

Total Vehicles Removed from 

I-15 (SB) 235 178 261 237 

6.1.2.7. Vehicle Miles Traveled 

This section provides an analysis of the anticipated changes in VMT with the implementation of 

the Project in the 2045 Horizon Year. The Project would result in a net reduction in annual VMT. 

All the assumptions described in Section 6.1.1.7 have also been applied for Horizon Year 2045 

VMT analysis. 

As described earlier, the first component of the projects’ change to VMT is the reduction 

associated with diversion from automobiles to rail. The calculation of this component is shown 

in Table 26. As shown, the projects together would result in an annual reduction in VMT of 

731,043,226 miles because of the diversion of automobile trips to the projects. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 67 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

Table 26. Aggregate Annual VMT Reduction from Diversion from Automobiles (2045) 

Trip Ends 

Driving 

Distance 

(miles) 

Annual 

Ridership 

Reduction in 

Passenger Miles 

Traveled by Auto 

Average 

Vehicle 

Occupancy 

VMT 

Reduction 

Rancho Cucamonga to Las Vegas 220 6,284,476 1,382,584,665 2.5 553,033,866 

Rancho Cucamonga to Hesperia 33 713,381 23,541,578 1.18 19,950,490 

Victor Valley to Las Vegas 170 2,324,395 395,147,174 2.5 158,058,870 

Total 9,322,252 1,801,273,417 731,043,226 

Notes: 

1. Annual ridership excludes induced travel shown in Table 27. 

2. VMT is calculated as Passenger Miles Traveled divided by AVO. 

3. Ridership estimates are from the Brightline West Cajon Pass Project Operating Assumptions Memo (Brightline 

West 2022). 

4. Ridership and VMT for the Victor Valley to Las Vegas project are shown for informational purposes only. 

The second component of the projects’ change to VMT is the increase in VMT resulting from 

induced traffic. An estimate of the increase in annual VMT associated with induced demand 

generated by the projects is shown in Table 27. As shown, the projects together would result in 

an annual increase in VMT of 24,604,886 miles because of induced travel. 

Table 27. Aggregate Annual VMT from Induced Travel (2045) 

Trip Ends 

Driving 

Distance 

(miles) 

Annual 

Induced 

Auto Trips 

Increase in 

Passenger Miles 

Traveled by Auto 

Average 

Vehicle 

Occupancy VMT Increase 

Rancho Cucamonga to Las Vegas 35 736,283 25,769,905 1.85 13,929,678 

Rancho Cucamonga to Hesperia 16 66,627 1,066,032 1.18 903,417 

Victor Valley to Las Vegas 35 307,710 10,769,850 1.85 5,821,541 

Rancho Cucamonga/Hesperia 

Station (access by transit) - 107,433 0 0 0 

Total 1,110,620 37,605,787 20,654,636 

Notes: 

1. Induced auto trips for trips starting or ending at Rancho Cucamonga do not include trips made by transit. 

2. The total annual induced auto trips do not include the 107,433 trips that access the station by transit 

3. VMT is calculated as Passenger Miles Traveled divided by AVO. 

4. Ridership estimates are from the Brightline West Cajon Pass Project Operating Assumptions Memo (Brightline 

West 2022). 

5. Average driving distance to and from Victor Valley and Rancho Cucamonga stations is assumed to be 35 miles. 

To account for both trips ends, 35 miles has been used as the average driving distance for each one-way trip. 

Average driving distance to and from Hesperia and Rancho Cucamonga stations is assumed to be 8 miles, 

because those trips are made by commuters. To account for both trips ends, 16 miles has been used as the 

average driving distance for each one-way trip. 

6. Ridership and VMT for the Victor Valley to Las Vegas project are shown for informational purposes only. 

The final component of the projects’ change to VMT is the increase resulting from trips made 

by employees of both projects: 

68 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
1,430 employees (daily employees in 2045) 

× 365 days/year 

× 25 miles (assumed one-way average travel distance from home to work) 

× 2 one-way trips/employee 

÷ 1.18 passengers/vehicle (AVO for work commute trips) 

≈ 22,116,525 miles (increase) 

Accounting for all components of vehicular traffic, the two projects would result in a reduction 

in annual VMT of approximately 688 million miles. Since the VMT reduction of the Victor Valley 

to Las Vegas project alone would be approximately 502 million miles, the reduction attributable 

to the Cajon Pass High-Speed Rail Project is 186 million miles. 

6.2. Avoidance, Minimization, and/or Mitigation Measures 

6.2.1. Local Intersections 

6.2.1.1. Intersection Mitigations Under 2025 Opening Year Build Conditions 

The Project would not result in any adverse effects on the study area intersections under 2025 

Opening Year conditions. Therefore, no mitigation is required. 

6.2.1.2. Intersection Mitigations Under 2045 Horizon Year Build Conditions 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

During project design, Brightline West shall coordinate with SBCTA, Caltrans, Rancho 

Cucamonga, and Hesperia to incorporate intersection improvements to lessen or avoid at 

effects at local intersections to the extent feasible, including optimizing signal timing to reflect 

changes in traffic flows in station areas. The analysis identified one intersection that would be 

adversely affected by the Project, the intersection of Milliken Avenue/7th Street. The addition of 

project traffic is projected to cause the intersection of Milliken Avenue/7th Street to degrade 

from LOS D or better to an unacceptable LOS E or F. The following recommended feasible 

mitigation measures would eliminate the adverse effect at the intersection. 

• Modify the intersection of Milliken Avenue/Azusa Court (located about 680 feet north of 

7th Street) to permit left turns into Azusa Court from northbound Milliken Avenue. This 

would require modification of the existing 14-foot-wide, raised median to include an 

uncontrolled permissive left-turn lane, approximately 150 feet long, plus a 90-foot-long 

transition. A 35 percent diversion of left turns to Milliken Avenue/Azusa Court from 

Milliken Avenue/7th Street is projected for balanced traffic operations at both ingress 

intersections. 

• A focused engineering study is recommended to assess the intersection geometrics and 

ensure a safe ingress to the proposed station via the Milliken Avenue/Azusa Court. 

6.2.1.3. Project Fair Share Contribution Under 2045 Horizon Year Build Conditions 

Table 28 presents the Project’s year 2045 contribution to total traffic using intersections that 

are projected to operate at LOS E or LOS F under No Build conditions, but at which the Project 

would not have an adverse effect. The Project shall comply with the San Bernardino County 

CMP policies to make fair-share contributions to regional traffic improvements identified in the 

latest Nexus Study (2018). The Project’s fair-share contribution may be offset by the value of 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 69 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

improvements that the Project would make at locations at which it is only partially responsible 

for the increased delay. 

Table 28. Project Fair Share Contribution to Intersections Operating at LOS E or F in No Build Condition 

(No.) Intersectiona Peak Hour 

Fair Share Computation Variables 

A 

(Existing Traffic 

Volumes) 

B 

(Future Year 2045 

Build Traffic 

Volumes) 

C 

(Future Year 2045 

Project Traffic 

Volumes) 

D 

(Fair Share 

Percentage) 

= C/(B-A) 

(1) US 395/Joshua 

Street Friday PM 2,590 4,538 98 5.0% 

(4) Joshua Street/ 

Mariposa Road 

PM 231 1,167 94 10.0% 

Friday PM 286 1,285 89 8.9% 

Sunday PM 257 1,068 19 2.3% 

(7) Milliken Avenue/ 

Foothill Boulevard 

PM 4,139 5,145 201 20.0% 

Friday PM 4,937 6,158 291 23.8% 

Sunday PM 4,043 5,046 247 24.6% 

(10) Milliken Avenue/ 

4th Street 

PM 3,730 5,844 535 25.3% 

Friday PM 5,163 9,157 771 19.3% 

Sunday PM 3,126 5,117 659 33.1% 

(11) Milliken Avenue/ 

I-10 WB ramps 

PM 3,680 5,443 422 23.9% 

Friday PM 3,766 7,235 609 17.6% 

a (No.) Intersection corresponds with what is shown on Figures 2 and 3. 

6.2.2. Local Transit 

The effect on local transit at the Hesperia station could be mitigated by adding a transit stop at 

the Hesperia station to be served by routes 15 and 25 with minimal effect on the operation of 

these routes and by increasing service on these routes or operating additional routes during 

hours of peak demand. Therefore, Brightline West shall coordinate with the VVTA and SBCTA to 

best serve the needs of transit users at the Hesperia station without adversely affecting other 

transit services. Such coordination shall include a focus on increasing weekday peak period 

service at the Hesperia station. 

Brightline West shall coordinate with SBCTA and Omnitrans to provide sufficient bus service to 

serve Brightline West passengers at the Rancho Cucamonga station on Sundays. 

In addition, Brightline West shall coordinate with Omnitrans to monitor load factors and the 

number of Brightline West passengers on Omnitrans buses serving the Rancho Cucamonga 

station. If necessary, Brightline West shall coordinate with Omnitrans to provide additional 

Omnitrans service during the applicable time periods. 

6.2.3. Regional Rail 

As no regional rail service is proposed at the Hesperia station site, effects on regional rail are 

not anticipated at this location. 

70 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

At the Rancho Cucamonga station, the Project would have an adverse effect on passengers 

utilizing regional rail on Sunday, when there is a 5-hour period in the late afternoon/early 

evening with only one train in each direction. Brightline West shall coordinate with SBCTA and 

SCRRA to provide additional Metrolink service sufficient to serve Brightline West passengers on 

Sundays. 

In addition, Brightline West shall coordinate with SCRRA to monitor load factors and the 

number of Brightline West passengers on Metrolink trains serving the Rancho Cucamonga 

station on weekdays, Saturdays, and Sundays. If necessary, Brightline West shall coordinate 

with SCRRA to provide additional Metrolink service during the applicable time periods. 

6.2.4. Active Transportation 

Because the Project would be almost entirely in existing railroad and freeway rights-of-way not 

intended for bicycle or pedestrian use, it is not anticipated to affect active transportation. 

Hence, no mitigation measures are required. 

6.2.5. Parking 

As ridership and parking demand increase, the initial parking supply will not be sufficient to 

satisfy anticipated demand at either the Rancho Cucamonga or Hesperia stations. 

6.2.5.1. Parking Mitigations at the Hesperia Station 

Commencing with the opening of the Project, Brightline West shall monitor parking occupancy 

(occupied spaces as a share of total spaces) at the Hesperia station with sufficient detail to 

identify the hour during which the peak occupancy occurs each day and the percentage of 

parking spaces occupied during that hour. Brightline West shall implement a parking demand 

management plan that includes one or more of the following elements: 

• Providing discounted fares for Brightline West passengers who arrive at the station by 

bus 

• Directly subsidizing transit operators to provide reduced transit fares for Brightline West 

passengers 

• Directly subsidizing bus transit operators to provide additional transit service to the 

station during the peak arrival and departure times of Brightline West passengers 

• Working with the City of Hesperia to institute a neighborhood parking protection plan 

for existing or future neighborhoods near the station, including parking policies such as 

a residential permit parking program and/or time limits to encourage turnover 

• Constructing additional parking facilities or expanding existing parking facilities 

• Providing commuter service between the Victor Valley station and Rancho Cucamonga 

to provide an additional location to serve passengers from the area 

If any element of the parking demand management plan requires environmental review, 

Brightline West shall implement other elements sufficient to manage parking demand until the 

environmental review has been completed. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 71 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

If, after implementation of the parking demand management plan, additional parking needs are 

still necessary, Brightline West shall implement additional parking demand management 

measures from the list above. 

6.2.5.2. Parking Mitigations at the Rancho Cucamonga Station 

Prior to the opening of the Project, Brightline West shall prepare draft agreements with one or 

more off-site parking facilities within 5 miles of the Rancho Cucamonga station for the use of 

their parking by Brightline West passengers. 

Commencing with the opening of the Project and annually thereafter, Brightline West shall 

prepare a parking demand management plan that includes the following: 

• Monitoring parking occupancy (occupied spaces as a share of total spaces) at the 

Rancho Cucamonga station with sufficient detail to identify the hour during which the 

peak occupancy occurs each day and the percentage of parking spaces occupied by 

vehicles with Metrolink and Brightline West parking permits during that hour. 

• Forecasts of parking demand for the next 5 years 

• Measures that Brightline West will implement to accommodate anticipated parking 

demand, which may include one or more of the following elements: 

– Providing discounted fares for Brightline West passengers who arrive at the station by 

rail or bus transit 

– Directly subsidizing SCRRA or bus transit operators to provide reduced transit fares for 

Brightline West passengers 

– Directly subsidizing bus transit operators to provide additional transit service to the 

station during the peak weekday arrival and departure times of Brightline West 

passengers. 

– Directly subsidizing SCRRA or bus transit operators to provide additional transit service 

to the station on Sunday afternoons, as the lack of Sunday service to return home may 

discourage passengers from using transit to access the station on other days 

– Providing off-site parking at existing underutilized parking facilities within 5 miles of the 

station, including a free shuttle for passengers who park at an off-site parking facility, 

and identifying any additional off-site parking facilities that are anticipated to be 

required within the next five years based on ridership forecasts. 

– Implementing a differential charge for on-site and off-site parking to match the demand 

for each type of parking to the supply. 

– Working with the City of Rancho Cucamonga to institute a neighborhood parking 

protection plan for existing or future neighborhoods near the station, including parking 

policies such as a residential permit parking program and/or time limits to encourage 

turnover 

– Expanding existing parking facilities or constructing additional parking facilities on Cityowned property adjacent to the station 

72 TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

If any element of the parking demand management plan requires environmental review, 

Brightline West shall implement sufficient elements not requiring such review until the review 

has been completed. 

If, after implementation of the parking demand management plan, additional parking needs are 

still necessary, Brightline West shall implement additional parking demand management 

measures from the list above. 

6.2.6. Freeway Mainline 

Because the Project would have a beneficial effect (reduction) on total freeway mainline traffic 

volumes, no mitigation measures are required. 

6.2.7. Vehicle Miles Traveled 

The Project would have a beneficial effect (reduction) on VMT. Therefore, no mitigation 

measures are required. 

TRAFFIC AND TRANSPORTATION TECHNICAL REPORT, OCTOBER 2022 73 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL PROJECT 

7. References 

Brightline West. 2022. Brightline West Cajon Pass Project Operating Assumptions 

Memorandum. January. 

Caltrans (California Department of Transportation). 2015. Interregional Transportation Strategic 

Plan. 

Caltrans. 2018. 2018 California State Rail Plan, Connecting California. Prepared for California 

Department of Transportation by AECOM, Oakland, California. September. Available: 

https://dot.ca.gov/programs/rail-and-mass-transportation/california-state-rail-plan. 

Caltrans. 2020. Directive 20-02-R1. Interim Local Development and Intergovernmental Review 

(LDIGR) Safety Review Practitioners Guidance. Appendix A. July. 

David Evans and Associates. 2020. Informational Memorandum. Subject: Traffic I-15 Freeway 

Analysis for Cajon Pass High-Speed Rail Project Cucamonga Project. December. 

FHWA (Federal Highway Administration). 2021. Southern California Regional Freight Study. 

US Department of Transportation. Last modified July 20, 2021. Available: 

https://ops.fhwa.dot.gov/freight/freight_analysis/reg_ind_studies/so_cal_study.htm. 

FRA. (Federal Railroad Administration). 2020. Virgin Trains/Xpresswest High-Speed Train. 

Transportation Technical Report. January. https://railroads.dot.gov/elibrary/xpresswest-nepadecision-memo-final-attachment-c-traffic-and-transportation-technical 

FTA (Federal Transit Administration). 2021. National Transit Database. Last update 

December 10, 2021. Available: https://www.transit.dot.gov/ntd. 

Hesperia, City of. 2010. City of Hesperia General Plan. 2010. 

I-15 Mobility Alliance 2015. 2017. I-15 Corridor System Master Plan. March 2017. 

Rancho Cucamonga, City of. 2020. City of Rancho Cucamonga Traffic Impact Analysis 

Guidelines. June. 

Rancho Cucamonga, City of. 2021. City of Rancho Cucamonga General Plan. November. 

SANBAG (San Bernardino Associated Governments). 2016. San Bernardino County Congestion 

Management Program. June. 

SBCTA (San Bernardino County Transportation Authority). 2018. Development Mitigation Nexus 

Study (Appendix G of the SBCTA Congestion Management Program). May. 

SBCTA. 2020. West Valley Connector Final Environmental Impact Report/Finding of No 

Significant Impact. March. Available: https://www.gosbcta.com/wpcontent/uploads/2020/04/20200413_RPT_WVC_FED_March_2020_Part1_Body_Final.pdf. 

SBCTA. 2021. Redlands Passenger Rail Project (Arrow) fact sheet. December. Available: 

https://www.gosbcta.com/wp-content/uploads/2021/12/RPRP-fact-sheet-120221.pdf. 

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https://www.connectsocal.org/Pages/Connect-SoCal-Final-Plan.aspx. November 24. 

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VVTA. 2022. Route 25, Hesperia Super Target to Hesperia Post Office, Schedule and Map. 

Effective January 30, 2020. Available: https://vvta.org/wp-content/uploads/2019/09/25-01-30-

22.pdf 

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