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Project Description

The Brightline West (previously XpressWest) Las Vegas to Victor Valley Project (Project) consists of the 

construction and operation of a fully grade-separated, passenger-only high-speed rail system along an 

approximately 170-mile corridor connecting Victor Valley, California to Las Vegas, Nevada.

PRIOR NEPA REVIEW AND APPROVALS

JULY 2011 RECORD OF DECISION

In accordance with the National Environmental Policy Act (NEPA), its implementing regulations, and the 

Federal Railroad Administration (FRA) Procedures for Considering Impacts to the Environment 

(Environmental Procedures), FRA began the environmental review for the Project in 2006 with the 

publication of a Notice of Intent to initiate an Environmental Impact Statement (EIS). The Project was 

evaluated in the following documents (collectively referenced as the DesertXpress EIS):

• March 2009 Draft Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train (DesertXpress DEIS)

• April 2010 Supplemental Draft Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train (DesertXpress SEIS)

• March 2011 Final Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train Victorville, California to Las Vegas, Nevada (DesertXpress 

FEIS)

FRA served as the Lead Federal Agency for the environmental review of the Project. The Federal 

Highway Administration (FHWA), Surface Transportation Board (STB), Bureau of Land Management 

(BLM), and the National Parks Service (NPS) were Cooperating Agencies. On July 8, 2011, FRA issued the

Record of Decision DesertXpress High-Speed Passenger Train (DesertXpress ROD) approving the Project. 

The BLM (Barstow, Needles and Las Vegas field offices) signed a ROD for the project on October 11, 

2011. The California and Nevada Divisions of FHWA also signed a ROD for the Project on November 18, 

2011.

SEPTEMBER 2020 REEVALUATION

In January 2019, DesertXpress Enterprises, LLC submitted Project modifications, including a refined 

alignment between Victor Valley and Las Vegas (with a greater proportion within the Interstate 15 [I-15] 

freeway median), modified station sites in Apple Valley and the Las Vegas area, and changes to ancillary 

facilities. 

In accordance with FRA’s Procedures for Considering Environmental Impacts (64 Fed. Reg. 28545, May 

26, 1999): 

If major steps toward implementation of the proposed action have not occurred within the time 

frame, if any, set forth in the final EIS, or within five years from the date of approval of the final 

EIS, a written reevaluation of the adequacy, accuracy, and validity of the final EIS shall be 

prepared, and a new or supplemental EIS prepared, if necessary.
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FRA documents this process in a reevaluation. A reevaluation is not a NEPA document as defined in the 

Council on Environmental Quality (CEQ) regulations and is not required to undergo public review. 

Reevaluations are instead used to document an agency’s decision whether a supplemental EIS is 

required. 

In February 2019, in response to the project modifications, FRA initiated a Reevaluation of the 

DesertXpress FEIS and DesertXpress ROD. FRA in cooperation with BLM, STB, FHWA, and the US Army 

Corps of Engineers (USACE), with the added participation of the California Department of Transportation 

(Caltrans) and the Nevada Department of Transportation (NDOT), analyzed whether changes in the 

environmental setting due to the passage of time or the proposed project modifications would result in 

new significant environmental impacts. Concurrently with the preparation of the Reevaluation, FRA 

informally consulted with the U.S. Fish and Wildlife Service (USFWS) pursuant to Section 7 of the 

Endangered Species Act. Additionally, FRA is continuing to work with the following Consulting Parties in 

accordance with Section 106 of the National Historic Preservation Act (Section 106):

• Advisory Council on Historic Preservation (ACHP)

• California and Nevada State Historic Preservation Officers

• Federally recognized Native American tribes with an interest in the Project area

• Federal agencies (BLM, STB, FHWA, and USACE, FAA, NPS)

• Interested parties (Clark County Department of Aviation, Old Spanish Trail Association)

• NDOT

• Caltrans

FRA completed the first Reevaluation of the DesertXpress FEIS and DesertXpress ROD in September 

2020.

1 Based on the findings of the September 2020 Reevaluation, FRA determined the Project 

modifications would not result in substantial changes in the evaluation of impacts described in the 

DesertXpress EIS, and therefore a supplemental EIS would not be required for the Project modifications.

PROJECT MODIFICATIONS EVALUATED IN THIS REEVALUATION (SUBSEQUENT 

TO THE SEPTEMBER 2020 REEVALUATION)

As the Brightline West Las Vegas to Victor Valley Project moves into final design and preparation to 

begin construction, additional Project modifications have been identified.

These modifications are described in Table 1 and depicted in Figure 1 through Figure 7 below.

1 The September 2020 Reevaluation document and attachments are available at: 

https://railroads.dot.gov/environment/environmental-reviews/desertxpress-xpresswest-las-vegas-victorville. 
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Table 1 Project Modifications 

Project Feature Description of Modification(s)

Alignment

Segment 1 Alignment (Apple 

Valley to Lenwood)

The Project modifications involve relocating the rail alignment between the Dale 

Evan Station and Sidewinder Road from the east side of the I-15 freeway to the 

median (see Figure 2). As such, the entirety of the Segment 1 rail alignment is 

now within the I-15 freeway median, which would result in reduced impacts and

increase the efficiency of train operations This design change is also favorable

with Caltrans and FHWA as it would improve constructability of potential future 

I-15 freeway improvements in either the northbound or southbound directions.

Additionally, the Segment 1 rail alignment would be extended one mile south of 

the Victor Valley Station to access a maintenance of way track that will be 

constructed to move equipment from the median rail mainline to the 

maintenance of way facility. Construction of a median-running rail alignment in 

this area, south of the Dale Evans Parkway intersection, would require 

realignment of the existing I-15 northbound travel lanes approximately 50 feet 

east, and reconstruction of the Dale Evans Parkway interchange including the 

overpass. 2 This is discussed further under the Victor Valley Station description 

below. Additionally, the I-15 northbound travel lanes south of the interchange 

would be elevated approximately 25 feet to allow the maintenance of way track 

to pass from the median to the maintenance of way facility (see Figure 7). All 

roadway work would occur within existing Caltrans Right-of-way (ROW). 

Segment 5 Alignment 

(Primm to Sloan Road)

Project modifications would relocate the rail alignment between Primm and 

north of Goodsprings Road near Jean from the east side of the I-15 freeway to 

the freeway median (see Figure 4). As such the entirety of the Segment 5 rail 

alignment is now located within the I-15 freeway median, which would result in 

reduced impacts, increase the safety and efficiency of train operations, and 

improve Project constructability for future I-15 widening in this portion of the 

alignment. 

Additionally, the previously considered Braid Structures near Primm and at the 

Union Pacific Railroad (UPRR) crossing are no longer needed and have been 

removed.

2 This Reevaluation has assumed full reconstruction and replacement of the overpass. Caltrans will determine the 

necessary modifications to the I-15/Dale Evans interchange which may not include full reconstruction and 

replacement of the overpass. 
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Project Feature Description of Modification(s)

Stations

Victor Valley Station

(previously referred to as 

Dale Evans Station)

The Project design evaluated in September 2020 considered collocating an 

operations, maintenance, and storage facility (OMSF) with the Victor Valley 

Station, with a permanent footprint of approximately 300 acres. As discussed 

below, the current Project modifications include a relocation of the Vehicle 

Maintenance Facility (VMF) to a site on the west side of I-15 in Sloan.

The Victor Valley Station permanent footprint would remain unchanged. As 

noted above, under Segment 1, the Project Modifications include relocating the 

rail alignment into the median of the I-15 freeway. To accommodate this new rail 

alignment, the Victor Valley Station layout has been revised to include the 

passenger boarding and alighting platforms in the median of the I-15 freeway. In 

order to provide the necessary footprint and access for these platforms, the 

existing I-15 northbound lanes would be raised and moved east within the 

Caltrans ROW south of the Dale Evans Parkway interchange. Passengers would 

access station platforms using a walkway underneath the relocated I-15 freeway 

northbound lanes (see Figure 7).

Ancillary Features

Freeway Ramp 

Realignments/Modifications

The Project design evaluated in September 2020 included realignment of 

portions of approximately 17 existing freeway on and off- ramps to 

accommodate the rail line within the I-15 freeway ROW. The current Project 

modifications include extending these on and off ramp realignments and ramp 

modifications, and changing the location where these ramp 

realignment/reconstructions transition to the existing roadway/pavement. There 

are 6 locations where these proposed freeway ramp modifications occur (from 

south to north):

• The I-15 southbound ramps at Dale Evans Parkway

• The I-15 northbound ramps at Main Street in Barstow

• The I-15 northbound ramps and southbound ramps at East Primm 

Boulevard

• The I-15 southbound ramps at Goodsprings Road

• The I-15 southbound ramps at Sloan Road

These modifications would be located primarily on previously evaluated Project 

footprint within existing Caltrans/NDOT, and local ROW along the I-15 freeway.

These modifications are the result of coordination with Caltrans and NDOT on 

final design details, in order to update the modified median-running alignment to 

adhere to current safety design standards. 
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Project Feature Description of Modification(s)

California Highway Patrol 

(CHP) and Nevada Highway

Patrol (NHP) Emergency 

Crossovers

The Project design evaluated in September 2020 included eight emergency 

crossovers along the alignment in California. The current Project modifications 

include two new emergency crossovers at Zzyzx Road and Halloran Springs. 

Additionally, five previously evaluated emergency crossovers in Segment 3 would 

be relocated. These are located near Coyote Lake Road, Basin Road, Baker, and 

both north and south of Halloran Springs. Emergency crossovers would be 

located mainly on previously evaluated Project footprint within the existing 

Caltrans ROW.

In total, the modified Project would include 10 emergency crossovers in 

California, located in Segment 3 between Yermo and Mountain Pass, and one 

emergency crossover in Nevada approximately 1.5-miles south of Sloan.

Roadwork

The Project design evaluated in September 2020 included roadwork at local 

interchanges and along the I-15 freeway at various locations. The current Project 

modifications include:

• Realigning the I-15 freeway northbound lane approximately 50 feet east 

and raising the lane approximately 25 feet, to accommodate the 

passenger platforms in the I-15 median, tail track for train storage, a 

pedestrian underpass for access to/from the platforms, and a 

maintenance of way access track for trains. These roadwork 

improvements would occur along an approximately one-mile portion of 

the I-15 freeway northbound lane adjacent to the Victor Valley Station

(see Figure 7).

• Additional roadwork at the Dale Evans Parkway interchange accessing 

the I-15 freeway southbound ramps 

• I-15 freeway median widening at Segment 5 to accommodate the 

modified median-running alignment

• Raising of I-15 southbound lanes just south of the Sloan Road 

interchange to allow for tracks to exit the I-15 median under the 

southbound lanes and into the relocated VMF site.

The Project modifications also include small, on-road lane realignments along the 

I-15 freeway at Segment 6, near Silverado Ranch Boulevard and Blue Diamond 

Road.

Culverts

The Project design evaluated in September 2020 included drainage and culvert 

work throughout the Project limits. The current Project modifications include 

revised designs for three culverts and the addition of four culverts within 

Segment 5. The associated drainage and grading activities have also been 

modified accordingly.
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Project Feature Description of Modification(s)

CEMEX Facility and Rail 

Connection

A new connection to the existing Cemex industrial rail track is proposed on the 

north side of Apple Valley, CA near the proposed Victor Valley Station. The 

connection would consist of a turnout off the existing Cemex track and 

approximately 2 miles of new track along the east side of I-15 freeway heading 

north, all within the Caltrans ROW limit. 

This connection would allow rail transportation of construction materials such as 

track ballast to the Project area. This reduces the need for trucking construction 

materials to the Project area.

Ivanpah Traction Power

Substation (TPSS)

The Ivanpah modified TPSS 3-mile utility line and 3.5-mile redundant utility line 

would travel north of the existing solar field to connect to a Southern California 

Edison (SCE) substation adjacent to the BrightSource Ivanpah Electrical 

Generating System, west of the I-15 freeway, resulting in the reduction of 

approximately 0.18 acres of permanent footprint. These modifications are the 

result of coordination with SCE, BLM, and USFWS (see Figure 3). 

California Maintenance of 

Way (MOW) Facility

The Project design evaluated in September 2020 considered the relocation of the 

California MOW Facility from Baker, California, to the I-15 freeway median 

approximately six miles south of the California/Nevada state line, adjacent to the 

existing California Agricultural Inspection Station. The 25-acre facility was 

proposed to be utilized for passive equipment storage.

The current Project modifications now have the MOW facilities divided between 

the new site at Sloan and the Victor Valley Station area.

Sloan Vehicle Maintenance 

Facility (VMF)

The Project design evaluated in the DesertXpress EIS included an OMSF in close 

proximity to the original Victorville Station west of the I-15 freeway, and included 

facilities for maintaining and storing trains. Project modifications evaluated in 

2020 included relocating the Victorville Station to the south side of the I-15 

freeway at Dale Evans Parkway in Apple Valley. At that time, it was proposed the 

OMSF would be collocated with the Victorville Station, and a separate location 

for vehicle maintenance and storage had not been identified. 

The current Project modifications include locating the vehicle maintenance and 

storage activities at a site located in Segment 6 west of and within 1.5 miles of 

the I-15 freeway, and south of Sloan Road (see Figure 5 and Figure 6); the Victor 

Valley Station permanent footprint would remain unchanged. An additional

freight track corridor will be constructed to connect the VMF to the adjacent 

UPRR.

▪ Brightline West have filed a connection request and are coordinating with 

UPRR regarding the connection design and operational concepts. UPRR have 

granted preliminary approval of this rail connection, which would be subject 

to additional design development.

The Sloan VMF and adjacent UPRR connection would require 246 acres of 

permanent footprint and 105 acres of temporary footprint, and includes:

▪ Storage and staging tracks and overhead catenary system from which trains 

would be mobilized for daily operations.

▪ Equipment and operations associated with the Sloan VMF, including but not 

limited to a train car wash station, a train performance monitoring station, 
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Project Feature Description of Modification(s)

an Operations Control Center, a power substation and distribution lines, 

utility connections, circulation system, site control, fencing, and parking.

The Sloan VMF will be a permanent workplace for approximately 100 employees 

related to either the maintenance of the Brightline West train fleet or performing 

other functions such as driving the trains. These facilities would be located on 

land under BLM jurisdiction and would therefore require a ROW grant lease from 

BLM. 

Temporary Construction Areas (TCAs)

TCAs are areas that would be utilized for construction staging and storage. No permanent project features would 

be installed in these areas, and they would be restored/vacated upon completion of construction. The modified 

Project includes an additional 202 TCAs located along the I-15 freeway corridor for construction of the rail 

alignment. These are in addition to TCAs previously identified in the original project description and the 

September 2020 Reevaluation. The majority of these additional TCAs are areas located within the existing I-15 

freeway ROW. The addition of these TCAs adds 1,492 acres of temporary footprint to the project. The Sloan VMF 

facility footprint includes 105 acres of temporary footprint required for constructing the Sloan VMF and UPRR 

Connection. 
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Figure 1 Brightline West Project Overview 
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Figure 2 Project Modifications (Segment 1)
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Figure 3 Project Modifications (Segment 4)
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Figure 4 Project Modifications (Segment 5)
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Figure 5 Project Modifications (Segment 6)

See Figure 6.
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Figure 6 Las Vegas Vehicle and Maintenance Facility
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Figure 7 Median Running Profile Exhibit (Dale Evans Station/Segment 1)