Visual and Aesthetics 

Technical Memorandum

Coachella Valley-San Gorgonio Pass Rail 

Corridor Service Program

May 2021
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Visual and Aesthetics Technical Memorandum 

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Contents

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

1.1 Study Approach...................................................................................................................... 1-1

2 Program Location and Description .............................................................................................. 2-1

2.1 Program Location................................................................................................................... 2-1

2.2 Program Description............................................................................................................... 2-1

2.2.1 Build Alternative Option 1 (Coachella Terminus)...................................................... 2-1

2.2.2 Build Alternative Option 2 (Indio Terminus) .............................................................. 2-2

2.2.3 Build Alternative Option 3 (Indio Terminus with Limited Third Track)....................... 2-2

2.3 Construction ........................................................................................................................... 2-3

2.3.1 Western Section........................................................................................................ 2-3

2.3.2 Eastern Section......................................................................................................... 2-3

2.4 Operation................................................................................................................................ 2-4

3 Regulatory Framework .................................................................................................................. 3-1

3.1 Federal ................................................................................................................................... 3-1

3.1.1 Department of Transportation Act............................................................................. 3-1

3.1.2 Federal Highway Administration ............................................................................... 3-1

3.1.3 Federal Railroad Administration................................................................................ 3-2

3.1.4 National Historic Preservation Act............................................................................. 3-2

3.1.5 National Park Service, 36 Code of Federal Regulations Parts 1-1999 – 

Parks, Forests, and Public Property.......................................................................... 3-2

3.2 State ....................................................................................................................................... 3-3

3.2.1 California Department of Transportation, Senate Bill 1467, Streets and 

Highways Code, Sections 260-263........................................................................... 3-3

3.3 Local and Tribal Governments ............................................................................................... 3-3

4 Methodology ................................................................................................................................... 4-1

4.1 Tier 1/Program EIS/EIR Study Area....................................................................................... 4-3

5 Existing Conditions ........................................................................................................................ 5-1

5.1 Western Section..................................................................................................................... 5-1

5.2 Eastern Section...................................................................................................................... 5-2

6 Environmental Consequences...................................................................................................... 6-1

6.1 No Build Alternative................................................................................................................ 6-1
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6.2 Build Alternative Options 1, 2, and 3...................................................................................... 6-2

6.2.1 Visual Resources and Visual Character Effects ....................................................... 6-2

6.2.2 Light and Glare.......................................................................................................... 6-4

7 Tier 2 Environmental Review Considerations............................................................................. 7-1

8 References ...................................................................................................................................... 8-1

Tables

Table 4-1. Data Sources for the Tier 1/Program EIS/EIR Evaluation of Visual Quality and 

Aesthetics...................................................................................................................................... 4-2

Figures

Figure 2-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3).................. 2-5

Figure 2-2. Eastern Section of the Program Corridor (Build Alternative Option 1).................................... 2-7

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

Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area .......................................... 5-5
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Abbreviations/Acronyms

CEQA California Environmental Quality Act

EIR Environmental Impact Report

EIS Environmental Impact Statement

FRA Federal Railroad Administration

I-10 Interstate 10

LAUS Los Angeles Union Station

NEPA National Environmental Policy Act

Program Coachella Valley-San Gorgonio Pass Corridor Service Program

Program Corridor Coachella Valley-San Gorgonio Pass Rail Corridor

RCTC Riverside County Transportation Commission

ROW right-of-way

SDP Service Development Plan

SR State Route

U.S. United States
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1 Introduction

The Federal Railroad Administration (FRA), California Department of Transportation Division of Rail 

and Mass Transportation, and Riverside County Transportation Commission (RCTC) are proposing 

the Coachella Valley-San Gorgonio Pass Rail Corridor Service Program (Program) to establish daily 

intercity passenger rail service between Los Angeles Union Station (LAUS) in Los Angeles County, 

California and the City of Coachella in Riverside County, California. This visual and aesthetics 

technical memorandum evaluates visual resources along the 144-mile Coachella Valley-San 

Gorgonio Pass Rail Corridor (Program Corridor) in support of a programmatic Tier 1 Environmental 

Impact Statement (EIS)/Environmental Impact Report (EIR). The evaluation of potential visual and 

aesthetic effects resulting from the Program includes:

• Temporary construction effects that have potential to block views of important visual 

resources, degrade the existing visual character or quality of the area and its surroundings, 

or introduce new sources of light or glare that have an effect on adjacent land uses

• Permanent elements of a project that block views of important visual resources, degrade the 

existing visual character or quality of the area and its surroundings, or introduce new sources 

of light or glare that have an effect on adjacent land uses

1.1 Study Approach

This evaluation was prepared pursuant to the requirements of the National Environmental Policy Act 

(NEPA) and the California Environmental Quality Act (CEQA) and will be incorporated into the Tier 

1/Program EIS/EIR evaluation.

FRA, California Department of Transportation, and RCTC are using a tiered NEPA/CEQA process 

(e.g., Tier 1/Program EIS/EIR) to complete the environmental review of the Program, under 40 Code 

of Federal Regulations 1508.28 (titled “Tiering”), CEQA Guidelines Section 15168 (titled “Program 

EIR”), and Section 15170 (titled “Joint EIS/EIR”). “Tiering” is a staged environmental review process 

often applied to environmental review for complex transportation projects.
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The Tier 1/Program EIS/EIR, along with the concurrent preparation of the Service Development Plan 

(SDP), are the first steps in the tiered environmental review process. Based on the decisions made 

in the Tier 1/Program EIS/EIR and SDP, future site-specific proposals of infrastructure improvements 

will be evaluated through one or more Tier 2/Project-level environmental clearance processes. A 

description of the Tier 1/Program EIS/EIR, SDP, and Tier 2/Project-level analysis processes are 

further discussed below:

• Tier 1/Program EIS/EIR: The Tier 1/Program EIS/EIR evaluates potential environmental 

impacts of the No Build Alternative and three Build Alternative Options broadly within the 

Program Corridor. The Program Corridor provides a flexible regional context for the best 

location of an enhanced passenger rail system while providing opportunities for the Build 

Alternative Options to account for engineering and environmental constraints. The Tier 

1/Program EIS/EIR evaluation addresses broad questions and likely environmental effects 

within the Tier 1/Program EIS/EIR Study Area for specific environmental resources. The 

resource-specific study areas generally represent the potential area where rail infrastructure 

improvements and station facilities could be implemented and constructed but does not 

represent the precise location or footprint of the improvement or facility. 

• SDP: The SDP defines the Program’s service mode, estimated ridership to include demand 

and revenue forecasts, operational strategy, station and access analysis, operating and 

maintenance costs, required infrastructure improvements and capital programming, and 

public benefits analysis necessary to implement the proposed intercity passenger rail 

service. As part of the SDP process, the site-specific infrastructure improvement 

requirements are being identified, including the number of stations and the general 

areas/communities in which stations might be located. The SDP infrastructure analysis is 

being informed by rail operations simulation modeling and would occur parallel to the Tier 

1/Program EIS/EIR evaluation process. 

• Tier 2/Project-Level Analysis: Based on the environmental evaluation conducted in the Tier 

1/Program EIS/EIR and the site-specific infrastructure improvements identified in the SDP, a 

Tier 2/Project-level analysis would be required. The Tier 2/Project-level analysis would be a 

separate environmental review potentially led and funded by an agency other than FRA. In 

addition, the Tier 2/Project-level analysis process would not automatically follow the Tier 1 

process, rather the potential Tier 2 Projects would need to be defined based on the Tier 

1/Program EIS/EIR’s broad scope and funding. The Tier 2/Project-level analysis would 

closely align with the future preliminary engineering process and would analyze site-specific 

direct and indirect Project-level effects, in addition to any required permits, consultations, or 

approvals needed for construction.
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2 Program Location and Description

2.1 Program Location

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

two geographic sections—a Western Section and an Eastern Section—occurring within existing 

railroad rights-of-way (ROW), as shown on Figure 2-1 through Figure 2-3. The Program Corridor 

runs west-to-east, extending up to 144 linear miles from a western terminus at LAUS to an eastern 

terminus in either the City of Indio or City of Coachella (depending on the Build Alternative Option). 

From west to east, the cities traversed by the Build Alternative Options include Los Angeles, Vernon, 

Bell, Commerce, Montebello, Pico Rivera, Santa Fe Springs, Norwalk, La Mirada, Buena Park, 

Fullerton, Anaheim, Placentia, Yorba Linda, Chino Hills, Corona, Riverside, Grand Terrace, Colton, 

San Bernardino, Loma Linda, Redlands, Calimesa, Beaumont, Banning, Cabazon, Palm Springs, 

Cathedral City, Thousand Palms, Rancho Mirage, Palm Desert, Indio (under all Build Alternative 

Options), and/or Coachella (under Build Alternative Option 1 only). The boundary between Western 

and Eastern Sections is in the City of Colton, at the intersection of existing railroad lines owned by 

and BNSF. 

2.2 Program Description

2.2.1 Build Alternative Option 1 (Coachella Terminus)

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

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

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

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

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

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

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

service within the Western Section of the Program Corridor. 

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

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

signals, drainage, grade separation structures, and up to five new stations constructed in the 

following areas: 1) Loma Linda/Redlands Area (serving the Cities of Loma Linda and Redlands), 

2) the Pass Area (serving the communities of Beaumont, Banning, and Cabazon), 3) the Mid Valley 
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(serving the communities of Cathedral City, Thousand Palms, the Agua Caliente Casino area, 

Rancho Mirage, and Palm Desert), 4) the City of Indio, and 5) the City of Coachella as the eastern 

terminus of the Program Corridor.

2.2.2 Build Alternative Option 2 (Indio Terminus)

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

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

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

described above under Build Alternative Option 1.

Eastern Section. Under Build Alternative Option 2, potential new infrastructure improvements on the 

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

signals, drainage, grade separation structures, and up to four new potential stations could be 

constructed in the following areas: 1) Loma Linda/Redlands Area (serving the Cities of Loma Linda 

and Redlands), 2) the Pass Area (serving the communities of Beaumont, Banning, and Cabazon), 

3) the Mid Valley (serving the communities of Cathedral City, Thousand Palms, the Agua Caliente 

Casino area, Rancho Mirage, and Palm Desert), and 4) the City of Indio as the eastern terminus of 

the Program Corridor.

2.2.3 Build Alternative Option 3 (Indio Terminus with Limited Third

Track)

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

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

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

described above under Build Alternative Options 1 and 2.

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

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

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

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

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

same as described under Build Alternative Options 1 and 2; however, the addition of the third main 

track would be limited under Build Alternative Option 3 when compared with Build Alternative 

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

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

Station Area.
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2.3 Construction

2.3.1 Western Section

In the Western Section, existing rail infrastructure would be used to accommodate the proposed 

service, and no additional track improvements would be required to accommodate the proposed 

service under all Build Alternative Options. LAUS would serve as the western terminus, and existing 

stations in the Cities of Fullerton and Riverside would be used, as depicted on Figure 2-1. No new 

stations or additions to existing stations would be required to accommodate the proposed service

under all Build Alternative Options. The Tier 1/Program EIS/EIR Study Area for potential 

construction-related impacts on visual resources within the Western Section is up to 600 feet from 

either side of the existing railroad centerline.

2.3.2 Eastern Section

In the Eastern Section, proposed new infrastructure improvements under all Build Alternative 

Options could include sidings, additional main line track, wayside signals, drainage, 

grade-separation structures, and stations to accommodate the proposed service. The Eastern 

Section would use the existing station in the City of Palm Springs, which is the only existing station 

in the Eastern Section. Additionally, as depicted on Figure 2-2 and Figure 2-3, up to five new 

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

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

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

Palms, the Agua Caliente Casino area, Rancho Mirage, and Palm Desert), 4) the City of Indio (under 

all Build Alternative Options), and/or 5) the City of Coachella (under Build Alternative Option 1 only).

The Tier 1/Program EIS/EIR Study Area for potential construction-related impacts on visual 

resources within the Eastern Section is up to 1,000 feet from either side of the centerline, plus a 

500-foot buffer for the assessment of indirect impacts, for a total Tier 1/Program EIS/EIR Study Area 

of 1,500 feet from either side of the centerline at each of the individual station location areas. The 

remaining portion of the Eastern Section Tier 1/Program EIS/EIR Study Area encompasses up to 

300 feet from the railroad centerline to include non-station-related infrastructure improvements, plus 

a 500-foot buffer for the assessment of indirect impacts, for a total Tier 1/Program EIS/EIR Study 

Area of 800 feet from the railroad centerline.
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2.4 Operation

Passenger train frequencies proposed as part of the Program would consist of the addition of two 

daily round-trip intercity diesel-powered passenger trains operating the entire length of the Program 

Corridor between Los Angeles and Indio and/or Coachella, with one morning departure and one 

afternoon departure from each end of the Program Corridor.
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Figure 2-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3)
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Figure 2-2. Eastern Section of the Program Corridor (Build Alternative Option 1)
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Figure 2-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3)
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3 Regulatory Framework 

Visual and aesthetic resources include historic properties, public parks, recreational areas, and 

natural areas within the Tier 1/Program EIS/EIR Study Area and are subject to regulation by multiple 

federal, state, and local agencies. Applicable legislation and regulations consistent with a Tier 

1/Program EIS/EIR evaluation are described below. Existing policies may help serve as indicators 

for viewer sensitivity. As construction could potentially occur at any point along the Eastern Section, 

regulations from local agencies would be identified in the Tier 2/Project-level analysis.

3.1 Federal

3.1.1 Department of Transportation Act

Section 4(f) of the Department of Transportation Act of 1966 restricts the “use of land from publicly 

owned parks, recreation areas, wildlife and waterfowl refuges, and public or private historic sites” for 

the United States (U.S.) Department of Transportation funded projects. FRA’s regulations for 

complying with Section 4(f) are in 23 Code of Federal Regulations 774, and the coordination 

requirements are detailed in 23 Code of Federal Regulations 774.5. Practitioners should identify and 

analyze visual effects on Section 4(f) properties in coordination with the analysis of Section 4(f) 

properties.

3.1.2 Federal Highway Administration

The National Scenic Byways Program, Title 23, Section 162 of the U.S. Code, is part of the U.S. 

Department of Transportation, Federal Highway Administration, which preserves and enhances 

identified roadways that possess certain cultural, historic, archaeological, scenic, natural, or 

recreational qualities. The National Scenic Byways Program designates roads as National Scenic 

Byways, All-American Roads, or America’s Byways. The Federal Highway Administration provides 

guidelines for the Visual Impact Assessment of Highway Projects. This guidance presents an 

approach used to identify the importance of visual resources and to assess the impact of a highway 

projects to these resources. This guidance can also be used for linear transportation projects. In 

addition, the Federal Highway Administration published a guidance document titled Guidelines for 

the Visual Impact Assessment of Highway Projects (Federal Highway Administration 2015). This 

guidance presents an approach used to identify the importance of visual resources and assess the 

impact of effects on these resources.
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3.1.3 Federal Railroad Administration

According to the FRA’s Procedures for Considering Environmental Impacts (64 FR 28545, May 

26, 1999) Section 14(n)(13) (FRA 1999a), an “EIS should assess the impacts on both passenger 

and freight transportation, by all modes, from local, regional, national, and international perspectives. 

The EIS should include a discussion of both construction period and long-term impacts on vehicular 

traffic congestion.”

3.1.4 National Historic Preservation Act 

Section 106 of the National Historic Preservation Act of 1966 requires that federal agencies take into 

account the effects of their projects on historic properties included in, or eligible for inclusion in, the 

National Register of Historic Places. Adverse effects occur when a project “may alter, directly or 

indirectly, any of the characteristics of a historic property that qualify the property for inclusion in the 

National Register in a manner that would diminish the integrity of the property's location, design, 

setting, materials, workmanship, feeling, or association.” Examples of adverse effects include 

“Introduction of visual...elements that diminish the integrity of the property's significant historic 

features,” which often includes the larger setting and viewshed. 

3.1.5 National Park Service, 36 Code of Federal Regulations Parts 

1-1999 – Parks, Forests, and Public Property

Title 36 provides guidance for the proper use, management, government, and protection of persons, 

property, and natural and cultural resources within areas under the jurisdiction of the National Park 

Service. It fulfills the statutory purposes of units of the National Park System: to conserve scenery, 

natural and historic objects, and wildlife, and to provide for the enjoyment of those resources in a 

manner that will leave them unimpaired for the enjoyment of future generations. National parks, 

recreation areas, and federal heritage areas are regulated by the National Parks Service.
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3.2 State

3.2.1 California Department of Transportation, Senate Bill 1467, Streets 

and Highways Code, Sections 260-263

Scenic highways are identified in Senate Bill 1467, Section 263 of the Streets and Highways Code.

Senate Bill 1467 places the Scenic Highway Program under the stewardship of California 

Department of Transportation. It establishes state’s responsibility for the protection and 

enhancement of California’s natural scenic beauty by identifying those portions of the state highway 

system which, together with adjacent scenic corridors, require special conservation treatment.

3.3 Local and Tribal Governments

Regulations from cities, local agencies, and tribal governments would be identified in the Tier 

2/Project-level analysis once site-specific rail infrastructure improvements and station facilities are 

known.
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4 Methodology

The Tier 1/Program EIS/EIR methodology identifies the approach and assumptions for describing 

existing conditions of visual and aesthetic resources and environmental consequences of the 

Program on those resources. 

The major components of this evaluation process include establishing the visual environment of the 

Program and assessing the visual and aesthetic resources. Visual and aesthetic resources include 

features of both the built and natural environment that together make the visual environment, such 

as parks, natural areas, scenic features, open vistas, water bodies, and other landscape features. 

Historic or urban core districts can also be visual resources. All of these visual resources create 

aesthetic qualities that are valued by viewers. 

Visual and aesthetic resources are often described in terms of their visual quality. Visual quality is an 

attribute or characteristic based on professional, public, or personal values, as well as the intrinsic 

physical properties of the landscape. Visual quality is influenced by the visual character of elements

within the affected environment and what viewers like or dislike about a particular landscape. Visual 

and aesthetic effects result from changes in the visual landscape and the viewer’s response or 

sensitivity to those changes.

Because specific locations of new visual elements, such as elevated structures, stations, grade 

separations, and noise barriers are not known at the Tier 1/Program phase of the environmental 

review process, a qualitative evaluation of potential effects within the Tier 1/Program EIS/EIR Study 

Area is provided, including potential for blocking views, changes in visual character, and changes in 

light and glare. A detailed evaluation would be completed for the future Tier 2/Project-level analysis.

The Tier 1/Program EIS/EIR Study Area (see Section 4.1) was combined with geographic 

information system overlays to identify potential natural and built visual and aesthetic scenic 

resources that could be affected by the Program. These potential resources were identified on a 

broad scale, using available mapping information. 

Unique maps were not developed for visual and aesthetic resources. As needed, visual and 

aesthetic resources cross-reference maps within the Land Use and Planning Technical 

Memorandum (RCTC and FRA 2021b), the Biological and Wetland Resources Technical 

Memorandum (RCTC and FRA 2021c), and the Cultural, Historic, and Tribal Resources Technical 

Memorandum (RCTC and FRA 2021d).
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Environmental consequences of the Program were assessed within the viewshed of each Build 

Alternative Option. A qualitative assessment of resources present in the Tier 1/Program EIS/EIR 

Study Area (defined below) was used to supplement the effects assessment. Because specific 

locations of new visual elements, such as elevated structures, stations, grade separations, and noise 

barriers, are not known and cannot be known at this stage, a qualitative evaluation of potential 

effects is provided, including potential for blocking of views, changes in visual character, and 

changes in light and glare.

This evaluation also incorporates data and evaluation from related resources to contribute to the 

assessment of aesthetics and visual resources. Data sources, including those from related 

resources, are listed in Table 4-1.

Table 4-1. Data Sources for the Tier 1/Program EIS/EIR Evaluation of Visual Quality and 

Aesthetics

Resource Data Source Data Application

Visual and aesthetic

resources

• Maps and aerial photography

• Scenic byway data and plans

• Google Maps street view

• Identification of open areas and natural 

landscapes

• Identification of the visual character of 

the natural, cultural, and Program site 

environments

• Identification of scenic byways

• Identification of scenic vistas

• Identification of any other protected 

visual resources

• Qualitative evaluation of existing sources 

of light and glare

• Identification of viewer groups, 

preferences, and sensitivities

Land use and planning • Land Use and Planning 

Technical Memorandum

• Identification of types of land uses, 

including open space, recreational, or 

agricultural areas

Floodplains, hydrology, 

and water quality

• Floodplains, Hydrology, and 

Water Quality Section in the 

EIS/EIR

• Identification of water resources on maps

Biological and wetland 

resources

• Biological and Wetland 

Resources Technical 

Memorandum 

• Identification of distinct natural or wildlife

areas

Parklands, community 

services, and other public 

facilities/Section 4(f) and 

6(f) resources

• Maps and aerial photography

• Parklands and Community 

Services Section in the EIS/EIR

• Identification of parklands, such as state 

park or trail systems

• Identification of Section 4(f) and 6(f) 

properties
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Resource Data Source Data Application

Cultural, historic, 

paleontological and tribal

resources

• Cultural, Historic, and Tribal 

Resources Technical 

Memorandum

• Identification of cultural, tribal, and 

historic resources (for Eastern Section 

only)*:

• Historic properties listed or eligible for 

listing in the National Register of Historic 

Places

• Sacred lands and identified Traditional 

Cultural Properties

Nighttime lighting • Western Coachella Valley Area 

Plan

• Nighttime lighting policy within the Mount 

Palomar Nighttime Lighting Policy Area

U.S. Department of the 

Interior

• California Map of Federal 

Lands

• Federal lands within the Program 

Corridor

Source: RCTC and FRA 2021a, 2021b, 2021c, 2021d

Notes:

* The Western Section of the Program Corridor would not require ground disturbance and would utilize existing 

railroad infrastructure. Therefore, identification of cultural resources were conducted for the Eastern Section only.

EIR=environmental impact report; EIS=environmental impact statement; U.S.=United States

Visual and aesthetic resources were identified using geographic information systems and

documented by generating an inventory of key visual resources. The visual resource inventory 

included the following information:

• Resource (including the resource name if available)

• Location within the affected environment

• Brief description of the “visual setting” based on overlay data from parklands, land cover, 

water resources, ecological resources, and cultural and historic resources

Unique maps were not developed for visual and aesthetic resources. Visual and aesthetic resources 

cross-referenced maps within the Land Use and Planning Technical Memorandum (RCTC and FRA 

2021b), the Biological and Wetland Resources Technical Memorandum (RCTC and FRA 2021c), 

and the Cultural, Historic, and Tribal Resources Technical Memorandum (RCTC and FRA 2021d). 

4.1 Tier 1/Program EIS/EIR Study Area

The Program Corridor crosses a large geographic area within Southern California, spanning a 

distance of approximately 144 miles from its western terminus in Los Angeles to its eastern terminus 

in Coachella. The Tier 1/Program EIS/EIR Study Area includes the Program Corridor alignment

viewshed. The viewshed can be defined by the views of passengers and/or defined by areas in 
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which the public would interact with the improvements (e.g., road crossings, stations). The viewshed 

would include the area that can be seen from the limits of the infrastructure improvements, and,

therefore, would have a view of the infrastructure improvements. The viewshed is defined by the 

physical constraints of the environment and the physiological limits of human sight. Physical 

constraints of the environment include landform, land cover, and atmospheric conditions. Landform 

is a major factor in determining the viewshed because it can limit views or provide an elevated 

perspective for viewers. Similarly, land cover, such as trees and buildings, can limit views, while 

low-growing vegetation and the absence of structures can allow for unobscured views. Atmospheric 

conditions, such as smoke, dust, fog, or precipitation, can temporarily reduce visibility.

For this evaluation, the Tier 1/Program EIS/EIR Study Area for potential construction-related impacts 

on visual resources within the Western Section is up to 600 feet from either side of the existing 

railroad centerline. In the Eastern Section, the Tier 1/Program EIS/EIR Study Area for potential 

construction-related impacts on visual resources is up to 1,000 feet from either side of the centerline, 

plus a 500-foot buffer for the assessment of indirect impacts, for a total Tier 1/Program EIS/EIR 

Study Area of 1,500 feet from either side of the centerline at each of the individual station location 

areas. The remaining portion of the Eastern Section Tier 1/Program EIS/EIR Study Area 

encompasses up to 300 feet from the railroad centerline to include non-station related infrastructure 

improvements, plus a 500-foot buffer for the assessment of indirect impacts, for a total Tier 

1/Program EIS/EIR Study Area of 800 feet from the railroad centerline. 

The viewshed encompasses the potential area where physical changes may occur, including new 

infrastructure improvements such as sidings, additional main line track, wayside signals, drainage, 

grade-separation structures, and stations. The context area allows for the characterization of the 

visual environment in which potential physical changes may occur. The larger context area is 

assessed as part of a context sensitive approach to designing Program features, which would be 

identified for the Tier 2/Project-level analysis, and potential mitigation compatible with the broader 

surrounding environment.
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5 Existing Conditions

The Program Corridor crosses a large geographic area within Southern California, spanning a 

distance of approximately 144 miles from its western terminus in Los Angeles to its eastern terminus 

in Coachella. The topography crossed by the Program Corridor ranges from relatively flat, urban 

landscapes in the Western Section of the Program, to hilly canyons in the central portion, and flat, 

low desert habitat in the east.

5.1 Western Section

The Program Corridor occurs within an existing railroad corridor that traverses areas that have 

predominately been heavily modified for urban purposes, especially in the Western Section of the 

Tier 1/Program EIS/EIR Study Area, although some areas occur in, or adjacent to, lands that are in a 

natural condition. 

Elements of the urban and suburban landscape dominate the visual environment within the Western 

Section of the Program Corridor, as these areas are mostly developed and the topography generally 

flat. At the eastern end of the Western Section of the Program Corridor, there are nearby hills and 

mountains visible from the existing railroad corridor. Transportation, communication, and utilities 

uses comprise the largest portion of land within the Western Section of the Tier 1/Program EIS/EIR 

Study Area, totaling nearly 27 percent of the total area. Industrial uses comprise the second largest 

land use category, with 25.25 percent of the total area. Residential uses, including single family, 

multifamily, and other, comprise the third largest land use category, totaling nearly 19 percent of the 

land uses in the total area. There are limited agriculture, open space, and recreational areas in the 

Western Section. Significant open space and recreation land uses in the Western Section include 

Yorba Linda Regional Park, Green River Golf Course, and Prado Regional Park.

The Program Corridor also crosses numerous waterways, including rivers, such as the Los Angeles 

and Santa Ana Rivers, the Prado Flood Control Basin, and many smaller creeks and drainages, as 

well as numerous transportation corridors, including rail, highways, and local roadways. Regional 

highways in the Western Section of the Program Corridor include Interstate 10 (I-10), State Route 

(SR) 60, and SR 91. As shown on Figure 5-1, there are no designated scenic highways within the 

Western Section of the Program Corridor. However, the Program Corridor crosses through the Juan 

Bautista de Anza Trail, a national historic trail near Riverside and through the Grand Boulevard 

Historic District, a National Register Historic district near Corona. In addition, the Western Section of 

the Program Corridor contains six National Register of Historic Places sites.
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In the Western Section, much of the viewshed from Los Angeles to Redlands is urbanized with 

limited habitat value for most plant and wildlife species with areas of natural habitat occur mainly 

along the Santa Ana River basin. The viewshed crosses areas of critical habitat, protected areas, 

and habitat for a number of special-status plant and wildlife species. 

Viewer groups in the viewshed are as varied as the land uses. Generally, the most sensitive viewer 

groups are 1) those who can see the corridor from their residences who have a sense of familiarity 

and ownership of the view, and 2) recreational viewers at parks, trails, and other recreational areas 

because of their relationship with the view during their recreational activity and often their 

expectations of an aesthetically pleasing view. The viewshed and context area follow the existing rail 

ROW in the Western Section of the Program Corridor between Los Angeles Union Station and the 

City of Colton. These areas are mostly developed, and the topography is generally flat. In the 

eastern end of the Western Section, nearby hills and mountains outside the viewshed and context 

area are visible from the Program Corridor. 

5.2 Eastern Section

The Program Corridor in the Eastern Section follows the existing Union Pacific Railroad ROW from 

Colton to Coachella, with the topography becoming more varied while traveling east. There are 

nearby hills and mountains, which are visible from the Program Corridor but outside of the viewshed 

and context Tier 1/Program EIS/EIR Study Area established in the Tier 1/Program EIS/EIR 

evaluation.

Vacant land comprises the largest land use category in the Eastern Section, with 42.16 percent. 

Transportation, communication, and utilities uses comprise the second largest portion of land within 

the Eastern Section, a little over 27 percent of the total area. Agricultural uses, with 7.86 percent of 

the area, comprise a distant third of the land uses within the Eastern Section. Residential uses within 

the Eastern Section of the Tier 1/Program EIS/EIR Study Area include a relatively small proportion of 

the total area devoted to single family and multifamily residential, as well as other residential uses, or 

just under 7 percent total. Much of the viewshed between the urban areas of Loma Linda and 

Beaumont is characterized by agriculture, open space, recreation, and vacant land uses. East of 

Beaumont, much of the land is categorized as vacant with large areas of open space. 

The Program Corridor in the Eastern Section crosses many small creeks and drainage ways, 

although most of the hydrological features are dry except after heavy rainfall. The Program Corridor 

also contains natural habitat areas located in San Timoteo Canyon between Redlands and Banning, 

the Santa Rosa San Jacinto Mountains National Monument east of Cabazon, and the Sonoran 

Desert area. San Timoteo Canyon is comprised of riparian woodland, grasslands, and wetlands. The 
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viewshed crosses areas of critical habitat, protected areas, wildlife corridors, and habitat for a 

number of special-status plant and wildlife species.

Within the Eastern Section, the Program Corridor crosses numerous transportation corridors, 

including rail, highways, and local roadways, including I-10, SR 60, and SR 111. I-10 runs along the 

northeastern rim of the Coachella Valley, while SR 111 runs approximately 30 miles along the 

southwestern rim of the Coachella Valley and serves as the main arterial highway between almost 

all Coachella Valley cities. As shown on Figure 5-1, there are no designated scenic highways within 

the Eastern Section of the Program Corridor. However, the Program Corridor crosses through the 

Pacific Crest Trail. The Pacific Crest Trail crosses the viewshed between Cabazon and Whitewater. 

The Pacific Crest Trail is a national scenic trail that stretches from the Mexican border near Campo, 

California to the Canadian border near Manning Park in British Columbia. 

The San Timoteo Canyon Schoolhouse (P-33-28059) is located within the viewshed, approximately 

100 meters (327 feet) from the centerline of the existing Union Pacific railroad tracks.

The viewer groups in the viewshed of the Eastern Section are the same as those of the Western 

Section, as detailed in Section 5.1. The viewshed and context area of the Eastern Section have 

fewer heavily developed areas than the Western Section and more varied topography the further 

one travels east. In addition, there are nearby hills and mountains which are visible from the 

Program Corridor, but outside of the viewshed and context study area established for the Tier 

1/Program EIS/EIR evaluation. Figure 5-1 provides broad scale mapping of visual resources within 

the Tier 1/Program EIS/EIR Study Area.
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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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Figure 5-1. Visual Resources within the Tier 1/Program EIS/EIR Study Area

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6 Environmental Consequences

6.1 No Build Alternative

The No Build Alternative assumes no service changes or infrastructure would occur within the 

viewshed or context area. Because no physical changes would occur, there would be no effects on 

views of visual resources, visual character or quality, or light and glare conditions.

Several existing and committed transportation improvement projects would still occur in the Western 

Section under the No Build Alternative. The projects in the Western Section include the 

Rosecrans/Marquardt Grade Separation Project in the City of Santa Fe Springs, construction of 

15 miles of the Third Main Line Track Project within BNSF’s existing railroad between Los Angeles 

and Fullerton, the California High-Speed Rail Authority Los Angeles to Anaheim project, the Link 

Union Station project, and three additional grade separation projects on BNSF’s San Bernardino 

Subdivision in the City of Santa Fe Springs. These projects would result in an increase in freight 

service, as well as allow for an increase in passenger rail services in the Western Section. However, 

the expected increase in rail service would occur within the existing rail ROW. 

In the Eastern Section, the No Build Alternative would be similar to existing conditions for passenger 

rail and transit services that connect the Coachella Valley and San Gorgonio Pass area with the 

greater Los Angeles metropolitan area, as well as forecasted increases in freight traffic. There are 

no known existing or committed transportation improvement projects in the Eastern Section. The five 

intercity passenger rail and bus services that currently provide these connections are anticipated to 

remain unchanged from the existing conditions. No new growth services providing regional linkages 

in the Eastern Section are programmed or funded for implementation at this time. In addition, there 

are no programmed or funded infrastructure projects in the Eastern Section under the No Build 

Alternative.

Counties and cities in the Program Corridor would continue to grow, which would increase regional 

transportation demand; therefore the No Build Alternative assumes completion of those reasonably 

foreseeable transportation, development, and infrastructure projects that are already in progress; are 

programmed; or are included in the fiscally constrained RTP. An increase in traffic and vehicle miles 

traveled is expected under the No Build Alternative because more cars would be on the roadways 

compared with what would occur with implementation of the Program. An increase in rail service and 

an increase in cars on the roadways would not result in new effects on views of visual resources, 

visual character or quality, or light and glare conditions. 
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6.2 Build Alternative Options 1, 2, and 3

6.2.1 Visual Resources and Visual Character Effects

Western Section

Construction

No construction activities would be required to implement any of the Build Alternative Options within 

the Western Section of the Program Corridor because the existing railroad ROW and station areas

from Los Angeles Union Station to Colton would be used. The Build Alternative Options would not 

require construction of new stations, new main line track or extensions to existing track, or the 

addition of sidings, wayside signals, drainage, or at-grade separations within the Western Section of 

the Program Corridor. No effects on visual resources, visual character or quality, or light and glare 

conditions would be expected to occur, as no additional infrastructure is planned in the Western 

Section.

Operation

Operation of Build Alternative Options 1, 2, or 3 within the Western Section would not result in 

effects on existing visual resources as the additional train trips would travel within an existing 

railroad ROW. Passenger train frequencies proposed as part of the Program would consist of adding 

four daily one-way trips (two daily round-trips) operating the entire length of the Program Corridor 

between Los Angeles and Coachella. Current (2018) daily rail traffic volumes on the Western 

Section (as shown in Chapter 2 of the Tier 1 Program EIS/EIR) vary by segment (RCTC and FRA 

2021a). The highest density segment is between Los Angeles and Fullerton and has an average of 

86 daily trains, while the lowest density segment is between Fullerton and Atwood and has an 

average of 43 daily trains. An additional two daily round-trip intercity passenger trains, even when 

compared with the lowest density segment, would represent a minor increase in train activity 

compared with current (2018) traffic volume along the existing railroad ROW. In 2024 and 2044, the 

Program would add the same number of rail operations to higher baseline conditions. Therefore, the 

Program’s effects in 2024 (see Chapter 2 of the Tier 1 Program EIS/EIR) and 2044 see Chapter 2 of 

the Tier 1 Program EIS/EIR) would be lower than those evaluated under existing conditions for the 

lowest density segment. The two additional daily round-trips would be a transient feature (only 

visible for short periods of time) and consistent with the existing views within the viewshed of the 

Western Section. No effects on visual resources, visual character or quality, or light and glare 

conditions would be expected to occur as a result of operation of the Build Alternative Options in the 

Western Section.
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Eastern Section

Construction

Temporary effects on visual resources and the landscape would occur during construction within the 

Eastern Section of the Program Corridor under Build Alternative Option 1. These changes would 

include views of construction equipment, dust, material stockpiling, nighttime construction lighting 

and glare, potentially increased traffic in construction areas and along detour routes, and 

construction and detour signage. However, effects would be temporary and construction would not 

permanently obstruct views of the landscape, change the visual character, or result in degradation of 

visual quality within the Eastern Section. When compared with the No Build Alternative, the 

temporary visual changes associated with Build Alternative Option 1 would have negligible effects on 

the visual quality, as construction activities would not permanently obstruct views of the landscape, 

change the visual character, or result in degradation of visual quality within the Eastern Section of 

the Program Corridor. When compared with Build Alternative Option 1, Build Alternative Option 

2 would have slightly reduced construction effects due to a shorter route alignment and reduced 

station options (i.e., less construction activity and, as such, fewer visual quality and aesthetic 

effects). However, the magnitude of effects would be similar and considered negligible when 

compared with the No Build Alternative. When compared with Build Alternative Options 1 or 2, Build 

Alternative Option 3 may have slightly reduced effects due to a smaller footprint associated with a 

shorter route alignment, reduced station options, and reduced third track rail infrastructure. However, 

the magnitude of effects would be similar for Build Alternative Option 3 and would be considered 

negligible when compared with the No Build Alternative. Effects associated with construction within 

the Eastern Section are anticipated to be minimal.

Operation

Passenger train frequencies proposed as part of the Program would consist of adding four daily 

one-way trips (two daily round-trips) operating the entire length of the corridor between Los Angeles 

and Coachella. Current (2018) daily rail traffic volumes on the Eastern Section (as shown in Chapter 

2 of the Tier 1/Program EIS/EIR) average 43 daily trains along the Colton-Coachella segment, 

consisting of freight and passenger trains (RCTC and FRA 2021a). The addition of two daily 

round-trip intercity passenger trains would represent a minor increase in train activity compared with

current (2018) traffic volume along the existing railroad ROW. In 2024 and 2044, the Program would 

add the same number of rail operations to higher baseline conditions. Therefore, the Program’s 

effects in 2024 (see Chapter 2of the Tier 1/Program EIS/EIR) and 2044 (see Chapter 2of the Tier 

1/Program EIS/EIR) would be lower than those evaluated under existing conditions. The two 
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additional round-trips would be a transient feature (only visible for short periods of time) and 

consistent with the existing views within the viewshed of the Eastern Section.

Permanent visual changes (physical elements) that could result from implementation of the Build 

Alternative Option 1 could include the presence of new railroad track, bridges, grade crossing, train 

stations, parking facilities, noise walls, open cuts, cut-and-fill areas, retaining walls, removed 

vegetation, and night lighting. The precise location, quantity, and design of these physical elements 

and the visual changes associated with them are not known at this time.

Because the infrastructure improvements would be located along the existing railroad ROW, the 

infrastructure improvements would generally not represent a change in visual character from existing 

conditions. However, effects could occur if the improvements would remove structures or 

landscaping or introduce visual elements that are out-of-scale or otherwise visually incompatible with 

the existing visual character.

Effects associated with the Eastern Section of Build Alternative Option 1 on visual character would 

be moderate when compared with the No Build Alternative. When compared with Build Alternative 

Option 1, Build Alternative Option 2 would have slightly reduced effects on visual character due to a 

shorter route alignment and reduced station options. However, the magnitude of effects would be 

similar and would be considered moderate when compared with the No Build Alternative. When 

compared with Build Alternative Options 1 or 2, Build Alternative Option 3 may have slightly reduced 

effects due to a smaller footprint associated with a shorter route alignment, reduced station options, 

and reduced third track rail infrastructure. However, the magnitude of effects would be similar for 

Build Alternative Option 3 and would be considered moderate when compared with the No Build 

Alternative.

6.2.2 Light and Glare

Western Section

Construction

The Build Alternative Options would not require construction of additional rail or station infrastructure 

in the Western Section of the Program Corridor because the existing railroad ROW and stations from 

LAUS to Colton would be used. When compared with the No Build Alternative, short-term/temporary 

effects on light and glare would be negligible because no additional construction activities are 

planned within the Western Section under Build Alternative Options 1, 2, and 3.
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Operation

Passenger train frequencies proposed as part of the Program would consist of adding four daily 

one-way trips (two daily round trips) operating the entire length of the Program Corridor between Los 

Angeles and Coachella. Train services currently operating on the existing railroad ROW require the 

use of train headlamps for safety and security. The addition of two daily round trips would not 

change the type or intensity of train light that would be used. When compared with the No Build 

Alternative, long-term/permanent effects on light and glare would be negligible because no additional 

infrastructure improvements are planned, and existing lighting sources within the Western Section 

would not change under Build Alternative Options 1, 2, and 3.

Eastern Section

Construction

Temporary effects on visual resources and the landscape could occur during construction within the 

Eastern Section of the Program Corridor under Build Alternative Option 1. The construction of 

passenger rail infrastructure and station facilities may require nighttime work that would require 

lighting for safety and security. Potential staging and storage areas would also require temporary 

lighting for safety and security purposes; however, these effects would be temporary and 

construction would not permanently obstruct views of the landscape, change the visual character, or 

result in degradation of visual quality within the Eastern Section. Therefore, effects associated with 

the Eastern Section of Build Alternative Option 1 on light and glare would be negligible when 

compared with the No Build Alternative. When compared with Build Alternative Option 1, Build 

Alternative Option 2 would have slightly reduced effects on light and glare due to a shorter route 

alignment and reduced station options; however, the magnitude of effects would be similar and 

would be considered negligible when compared with the No Build Alternative. When compared with 

Build Alternative Options 1 or 2, Build Alternative Option 3 may have slightly reduced effects due to 

a smaller footprint associated with a shorter route alignment, reduced station options, and reduced 

third track rail infrastructure.

Operation

Lighting at stations and parking lots could result in increased light levels or spillover lighting into 

adjacent areas. Site-specific effects would be considered during Tier 2/Project-level analysis. The 

addition of grade separations, which would be identified during the Tier 2/Project-level analysis

process, could result in roadway alignments that may result in headlight glare effects on adjacent 

uses above those under existing conditions. Materials used for the infrastructure improvements or 

stations would be unlikely to introduce substantial sources of glare. Station design would be 
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consistent with local codes and guidelines, where applicable. Therefore, effects associated with the 

Eastern Section of Build Alternative Option 1 on light and glare would be moderate when compared 

with the No Build Alternative. When compared with Build Alternative Option 1, Build Alternative 

Option 2 would have slightly reduced effects on light and glare due to a shorter route alignment and 

reduced station options. However, the magnitude of effects would be similar and would be 

considered moderate when compared with the No Build Alternative. When compared with Build 

Alternative Options 1 or 2, Build Alternative Option 3 may have slightly reduced effects due to a 

smaller footprint associated with a shorter route alignment, reduced station options, and reduced 

third track rail infrastructure.
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7 Tier 2 Environmental Review

Considerations

The Tier 1/Program EIS/EIR evaluation provides an overview of potential effects resulting from 

development of the Build Alternative. Specific station locations, Tier 2/Project-level design, and 

construction methods have not been determined. 

Tier 2/Project-level analysis would address site-specific potential effects resulting from construction 

and operation of infrastructure improvements (such as sidings, additional main line track, wayside 

signals, drainage, grade-separation structures, and stations) when the site-specific locations and 

design requirements are known. The analysis would include the potential for new vertical structures, 

such as grade separations, stations, and noise barriers, to block views of visual resources. It would

also address the potential for physical changes to affect the visual character within the viewshed by 

removing structures or landscaping or by introducing visually incompatible elements. At the time

specific lighting design is known, the potential for increased light levels or spillover lighting would

also be analyzed.

Potential mitigation measures have been developed on a programmatic scale for further 

consideration in the Tier 2/Project-level analysis and are listed below. Examples of programmatic 

mitigation measures for visual and aesthetic resources would include, but are not limited to, the 

following:

• During the Tier 2/Project-level environmental process, the identified lead agency or agencies 

shall conduct an inventory of visual or aesthetic resources at the location of specific rail 

infrastructure and station facility proposed. If visual or aesthetic resources are present, the 

identified lead agency or agencies shall undertake an analysis associated with the specific 

rail infrastructure and station facility proposed. The analysis shall include, but not be limited 

to, the following: 

o Infrastructure/station effects and impacts associated with blocking views of identified 

visual resources (e.g., local scenic resources, mountain/foothill views)

o Infrastructure/station effects and impacts associated with change in visual character 

(e.g., removal of structures or landscaping)

o Infrastructure/station effects and impacts associated with local design criteria and 

guidelines
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o Infrastructure/station effects and impacts associated with local lighting design criteria and 

guidelines

• Criteria to determine the type of site-specific mitigation for visual resources would be 

developed by the identified lead agency or agencies in consultation with local jurisdictions 

during the Tier 2/Project-level environmental process. 

• To address potential lighting impacts related to nighttime construction lighting, the contractor 

shall use construction lighting during nighttime that is limited to the minimum necessary for 

safety and security, and the use of downward facing, cut off fixtures that do not allow 

spillover onto adjacent land uses. A construction lighting plan shall be developed for each 

station facility, taking into account local and regional lighting policies, including but not limited 

to, the Mount Palomar Nighttime Lighting Policy. 
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8 References

Federal Highway Administration. 2015. Guidelines for the Visual Impact Assessment of Highway

Projects. 

https://www.environment.fhwa.dot.gov/env_topics/other_topics/VIA_Guidelines_for_Highway

_Projects.pdf.

Federal Railroad Administration (FRA). 1999. Procedures for Considering Environmental Impacts. 

Section 14(n)(12). Accessed July 24, 2018. 

https://www.transportation.gov/sites/dot.gov/files/docs/FRAEnvProcedures_FED_REG_Notic

e.pdf. 

Riverside County Transportation Commission (RCTC) and Federal Railroad Administration (FRA). 

2021a. Coachella Valley San Gorgonio Pass Rail Corridor Service Project Environmental 

Impact Statement/Environmental Impact Report (Draft). Prepared by HDR Engineering Inc. 

——— 2021b. Land Use and Planning Technical Memorandum. Prepared by HDR Engineering Inc.

——— 2021c. Biological and Wetland Resources Technical Memorandum. Prepared by HDR 

Engineering Inc.

——— 2021d. Cultural, Historic, and Tribal Resources Technical Memorandum. Prepared by HDR 

Engineering Inc.
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