Land Use and Planning 

Technical Memorandum

Coachella Valley-San Gorgonio Pass Rail 

Corridor Service Program

May 2021
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program 

Land Use and Planning 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 Federal Railroad Administration................................................................................ 3-1

3.1.2 Federal Land Policy and Management Act ............................................................... 3-1

3.1.3 Farmland Protection Policy Act................................................................................. 3-1

3.2 State ....................................................................................................................................... 3-2

3.2.1 California Farmland Mapping and Monitoring Program ............................................ 3-2

3.2.2 California Land Conservation Act (Williamson Act) .................................................. 3-3

3.3 Regional ................................................................................................................................. 3-3

3.3.1 Southern California Association of Governments 2016-2040 Regional 

Transportation Plan/Sustainable Communities Strategy .......................................... 3-3

3.3.2 County General Plans ............................................................................................... 3-4

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

4.1 Data Sources.......................................................................................................................... 4-1

4.2 Tier 1/Program EIS/EIR Study Area....................................................................................... 4-2

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

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

5.1.1 Existing Land Uses.................................................................................................... 5-1

5.1.2 Planned (Future) Land Uses ..................................................................................... 5-2
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5.2 Eastern Section...................................................................................................................... 5-3

5.2.1 Existing Land Uses.................................................................................................... 5-3

5.2.2 Planned (Future) Land Uses ..................................................................................... 5-5

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

6.1 No Build Alternative................................................................................................................ 6-1

6.2 Build Alternative Options 1, 2, and 3...................................................................................... 6-3

6.2.1 Physical Division or Disruption of an Established Community.................................. 6-3

6.2.2 Consistency with Plans and Policies......................................................................... 6-5

6.2.3 Agricultural Resource Effects.................................................................................... 6-7

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

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

Tables

Table 5-1. Western Section: Existing Land Uses ......................................................................................5-1

Table 5-2. Western Section: Planned (Future) Land Uses ........................................................................5-3

Table 5-3. Eastern Section: Existing Land Uses (Build Alternative Option 1) ...........................................5-4

Table 5-4. Eastern Section: Existing Land Uses (Build Alternative Options 2 and 3) ...............................5-5

Table 5-5. Eastern Section: Planned (Future) Land Uses (Build Alternative Option 1).............................5-6

Table 5-6. Eastern Section: Planned (Future) Land Uses (Build Alternative Options 2 and 3).................5-7

Figure

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 Tribal Lands in the Eastern Section of the Program Corridor ..................................................5-9
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Abbreviations/Acronyms

Caltrans California Department of Transportation

CEQA California Environmental Quality Act

corridor Coachella Valley-San Gorgonio Pass Rail Corridor

EIR environmental impact report

EIS environmental impact statement

FRA Federal Railroad Administration

GIS geographic information system

LAUS Los Angeles Union Station

NEPA National Environmental Policy Act

Program Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Policy C Policy Circulation

Policy CI Policy Circulation and Infrastructure

Policy LU Policy Land Use

RCTC Riverside County Transportation Commission

ROW right-of-way

RTP regional transportation plan

SCAG Southern California Association of Governments

SCS sustainable communities strategy 

SDP Service Development Plan
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1 Introduction

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

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 land use 

and planning technical memorandum evaluates the land use distribution 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 land use effects resulting from the Program includes:

• Physical division of established communities (where existing land uses would be converted 

to transportation-related land uses at representative station area locations)

• Consistency with applicable planning documents (land use and circulation goals and 

policies)

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, Caltrans, 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 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 

Union Pacific Railroad 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), 
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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, 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 
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two main tracks along the Eastern Section of the Program Corridor to the proposed Mid Valley 

Station Area.

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 land use 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 land use 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

3.1 Federal

3.1.1 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.”

3.1.2 Federal Land Policy and Management Act

The Federal Land Policy and Management Act (43 Code of Federal Regulations Part 35) provides 

for the proper management and protection of property and natural and cultural resources within 

areas under the jurisdiction of the Bureau of Land Management, including national monuments, 

federal recreation areas, and conservation areas. It establishes the regulations governing 

coordination and grants for ROW that cross public lands managed by the Bureau of Land 

Management.

3.1.3 Farmland Protection Policy Act

The Farmland Protection Policy Act (7 USC Section 4201–4209 and 7 Code of Federal Regulations

Part 658) was established to minimize the conversion of farmland to non-agricultural uses as part of 

a federal undertaking. The Farmland Protection Policy Act was intended to assure that federal 

programs are administered in a way that is compatible with state, local, and private programs to 

protect farmland. Farmland subject to the Farmland Protection Policy Act includes prime or unique 

farmlands or farmland that is determined by a state or local agency to be farmland of statewide or 

local importance. Under 7 Code of Federal Regulations Part 658.1, prime farmland is defined as 

“land that has the best combination of physical and chemical characteristics for producing food, feed, 

forage, fiber, and oilseed crops, and is also available for these uses.” Unique farmland is “land other 

than prime farmland that is used for the production of specific high value food and fiber crops.”
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3.2 State

3.2.1 California Farmland Mapping and Monitoring Program

The California Department of Conservation inventories and categorizes farmlands throughout the 

state as part of its Farmland Mapping and Monitoring Program. The Farmland Mapping and 

Monitoring Program classifications include:

• Prime Farmland (P): Farmland with the best combination of physical and chemical features 

able to sustain long-term agricultural production. This land has the soil quality, growing 

season, and moisture supply needed to produce sustained high yields. Land must have been 

used for irrigated agricultural production at some time during the 4 years prior to the mapping 

date.

• Farmland of Statewide Importance (S): Farmland similar to prime farmland but with minor 

shortcomings, such as greater slopes or less ability to store soil moisture. Land must have 

been used for irrigated agricultural production at some time during the 4 years prior to the 

mapping date.

• Unique Farmland (U): Farmland of lesser quality soils used for the production of the state's 

leading agricultural crops. This land is usually irrigated but may include non-irrigated 

orchards or vineyards as found in some climatic zones in California. Land must have been 

cropped at some time during the 4 years prior to the mapping date.

• Farmland of Local Importance (L): Land of importance to the local agricultural economy as 

determined by each county's board of supervisors and a local advisory committee.

• Grazing Land (G): Land on which the existing vegetation is suited to the grazing of livestock.

• Urban and Built-up Land (D): Land occupied by structures with a building density of at least 

1 unit to 1.5 acre or approximately 6 structures to a 10-acre parcel. This land is used for 

residential, industrial, commercial, construction, institutional, public administration, railroad 

and other transportation yards, cemeteries, airports, golf courses, sanitary landfills, sewage 

treatment, water control structures, and other developed purposes.

• Other Land (X): Land not included in any other mapping category.
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3.2.2 California Land Conservation Act (Williamson Act)

In 1965, the state enacted the California Land Conservation Act, more commonly known as the 

Williamson Act (Government Code Section 51230 et seq.). The Williamson Act provides tax 

incentives for landowners who enter into contracts with the local government for long-term use 

restrictions on agricultural and open space land for qualifying properties. Property owners commit 

their land to farming for a minimum of 10 years and in return receive tax benefits based on their 

agricultural production rather than on the property’s market value. Contracts are automatically 

renewed unless a notice of non-renewal is issued.

3.3 Regional

3.3.1 Southern California Association of Governments 2016-2040 

Regional Transportation Plan/Sustainable Communities Strategy

Southern California Association of Governments’ (SCAG) 2016-2040 Regional Transportation Plan 

(RTP)/Sustainable Communities Strategy (SCS), adopted in April 2016, presents the long-range 

transportation and land use plan and transportation vision for Los Angeles, Orange, San Bernardino, 

Imperial, Riverside, and Ventura counties, with the overarching goal of integrating strategies for land 

use and transportation. The RTP portion of the RTP/SCS identifies priorities for transportation 

planning within the Southern California region, sets goals and policies, and identifies performance 

measures for transportation improvements to ensure that future projects are consistent with other 

planning goals for the area. The SCS portion of the RTP/SCS presents an overall land use concept 

for the region with increasing focus on densification of urban areas and development around transit 

stations, as well as increased focus on the use of transit and active transportation. 

The following SCAG RTP/SCS goals and policies are applicable to the Program:

• Maximize mobility and accessibility for all people and goods in the region

• Ensure travel safety and reliability for all people and goods in the region

• Preserve and ensure a sustainable regional transportation system

• Maximize the productivity of our transportation system

• Encourage land use and growth patterns that facilitate transit and active transportation
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3.3.2 County General Plans

The general plans for the four counties (Los Angeles, Orange, Riverside, and San Bernardino) in the 

Program Corridor were reviewed to identify the policies and objectives applicable to the Program. 

Local zoning ordinances are the implementation mechanism for local general plans, and it is 

important to note that California state law requires that zoning ordinances be consistent with the 

maps and policies of the general plan (Government Code Section 65680). As such, for the purposes 

of this evaluation, existing zoning is assumed to be consistent with the designated land uses at 

representative station area locations. City and local ordinances will be considered during the 

Tier 2 Project-level analysis once station locations have been identified.

Los Angeles County

The Los Angeles County General Plan 2035 was adopted by the County Board of Supervisors on 

October 6, 2015. It provides the policy framework and establishes the long-range vision for Los 

Angeles County aimed at fostering healthy, livable, and sustainable communities (County of Los

Angeles 2015). Policies that are applicable to the Program are listed below.

Land Use Element

Policy Land Use 7.1: Reduce and mitigate the impacts of incompatible land uses, where feasible, 

using buffers and other design techniques.

Transportation Element

Policy Mobility 4.1: Expand transportation options that reduce automobile dependence. 

Policy Mobility 5.3: Maintain transportation ROW corridors for future transportation uses, including 

bikeways, or new passenger rail or bus services.

Orange County

The County of Orange General Plan (Orange County 2005) is the blueprint for growth and 

development in the county and provides a comprehensive plan that addresses both the physical 

attributes of land use and the social aspects, such as economic and housing conditions. The County 

General Plan Modernization Project was completed in 2005, and the land use element and land use 

map were updated in 2015. Policies and objectives that are applicable to the Program are listed 

below.
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Land Use Element

Policy 5 Land Use/Transportation Integration: To plan an integrated land use and transportation 

system that accommodates travel demand for all modes of transit.

Transportation Element

Objective 1.1: Establish a circulation plan that accommodates the General Plan Land Use Element 

of the county.

Objective 1.2: Establish a circulation plan that is designed to serve as a balanced transportation 

system (auto, rail, transit, bus, truck, bicycle, pedestrian, etc.).

Objective 6.1: Develop and promote a transportation system and strategies that are consistent with 

Rule 2202 South Coast Air Quality Management District and the County Transportation Demand 

Management Ordinance (Ordinance No. 3820).

Riverside County

The comprehensive update to the general plan was adopted in October 2003 (Riverside County 

2003) as part of the Riverside County Integrated Project, which is composed of the Community 

Environmental Transportation Corridor Acceptability Project, a Multiple Species Habitat 

Conservation Plan, and the Riverside County General Plan. The foundation of the plan is based on 

15 consensus planning principles that were developed and endorsed by a coalition of Riverside 

County stakeholders. The current general plan reflects amendments through 2017. Policies that are 

applicable to the Program are listed below. 

Land Use Element

Policy Land Use (LU) 7.2: Notwithstanding the public facilities designation, public facilities shall 

also be allowed in any other land use designation except for the Open-Space, Conservation, and 

Open-Space Conservation Habitat land use designations. For purposes of this policy, a public facility 

shall include all facilities operated by the federal government, the State of California, the County of 

Riverside, any special district governed by or operating within the County of Riverside or any city, 

and all facilities operated by any combination of these agencies. 

Policy LU 11.4: Provide options to the automobile in communities, such as transit, bicycle, and 

pedestrian trails, to help improve air quality.

Policy LU 13.3: Locate transit stations in community centers and at places of public, employment, 

entertainment, recreation, and residential concentrations.
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Policy LU 13.7: Review projects for consistency with the county’s Transportation Demand 

Ordinance.

Circulation Element

Policy Circulation (C) 1.1: Design the transportation system to respond to concentrations of 

population and employment activities, as designated by the Land Use Element and in accordance 

with the Circulation Plan, Figure C‐1.

Policy C 1.3: Support the development of transit connections between Riverside County and 

regional activity centers in other counties, as well as transit connections that link the community 

centers located throughout the county and as identified in the Land Use Element and in the 

individual area plans.

Policy C 1.4: Utilize existing infrastructure and utilities to the maximum extent practicable and 

provide for the logical, timely, and economically efficient extension of infrastructure and services.

Policy C 1.6: Cooperate with and where appropriate lead local, regional, state, and federal agencies 

to establish an efficient circulation system.

Policy C 13.1: Support continued development and implementation of the RCTC Rail Program,

including new rail lines and stations, the proposed California High Speed Rail System with at least 

two stations in Riverside County, the Coachella Valley-San Gorgonio Pass Intercity Rail Service, and 

the proposed Intercity Rail Corridor between Calexico and Los Angeles.

Policy C 13.2: Support continued improvements to Amtrak and Metrolink rail passenger service 

within Riverside County and throughout the southern California region.

Policy C 13.4: Construct new grade separations or reconstruct existing grade separations as 

necessary for the smooth flow of traffic within the county, consistent with plans developed by 

Western Riverside Council and Coachella Valley Association-Government.

Policy C 13.6: Reserve, where warranted, the future use of abandoned rail ROW for alternative 

transportation purposes so that an integrated and mutually supportive set of transportation projects 

may be defined for Riverside County.

Policy C 13.7: Dedicate ROW and land for future transit centers in community centers and/or major 

activity areas (high concentrations of employment and residential uses) and in areas that minimize 

noise impacts on surrounding residential and sensitive land uses.
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San Bernardino County

The San Bernardino County General Plan (County of San Bernardino 2007) text was adopted by the 

Board of Supervisors on March 13, 2007, and became effective on April 12, 2007, with the latest 

amendments occurring in 2014. The San Bernardino County General Plan provides the basis for 

most land use decisions and identifies the community’s land use, transportation, environmental, 

economic, and social goals and policies that form the basis for local decision-making. The following 

policies are applicable to the Program.

Land Use Element

Policy Land Use 11.1: Foster intergovernmental cooperation among federal, state, and local 

agencies on key land use decisions.

Circulation and Infrastructure Element

Policy Circulation and Infrastructure (CI) 1.1: The county’s comprehensive transportation system 

will be developed according to the Circulation Policy Map (the Circulation Element Map), which 

outlines the ultimate multimodal (non-motorized, highway, and transit) system to accommodate the 

county’s mobility needs and provides objectives for the county to be achieved through coordination 

and cooperation between the county and the local municipalities in the county, adjacent counties 

and cities within those counties, Caltrans, and San Bernardino Associated Governments.

Policy CI 2.7: Coordinate with Caltrans, San Bernardino Associated Governments, SCAG, and 

other agencies regarding transportation system improvements in the county’s Measure I and other 

adopted capital improvement programs.

Policy CI 3.2: Assist Omnitrans, Metrolink, and other transit agencies in coordinating the location 

and scheduling of public transit routes, services, and facilities for better coordination with bus and 

rail transit systems.

Policy CI 3.3: Extend public transit between residential areas and industrial/urban employment 

centers.

Policy CI 4.5: Coordinate with local and regional transportation agencies and cities to plan and 

construct new multimodal transportation facilities on the basis of this general plan that are consistent 

throughout the neighboring jurisdictions.
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4 Methodology

The land use assessment was conducted using publicly available electronic geographic information 

system (GIS) data and county-level general plans. Field surveys of existing land uses were not 

conducted as part of this evaluation. 

This evaluation of land use effects focuses on areas where existing land uses would be converted to 

transportation-related land uses at up to five representative station area locations, which could be 

constructed within the City of Loma Linda, the Pass Area (serving the cities of Beaumont, Banning, 

and Cabazon), the Mid-Valley (serving the cities of Cathedral City, Thousand Palms and the Agua 

Caliente Casino area, and Rancho Mirage), and the cities of Indio and/or Coachella as the eastern 

terminus. Each of the counties’ general plans were also reviewed to determine general consistency 

with land use and circulation goals and policies. Potential effects are described qualitatively.

4.1 Data Sources

Land use data was compiled from publicly available electronic GIS data, which relies on local 

jurisdictions updating and inputting land use data into a publicly available GIS database. While some 

local jurisdictions have more recent existing or planned land use information than the SCAG data, 

others did not, or did not provide it publicly. SCAG consolidates and standardizes this local land use 

data during preparation of its RTPs, making its land use data the most consistent for the Tier 

1/Program EIS/EIR Study Area. SCAG most recently completed this effort in 2008 for existing land 

uses and 2012 for planned land uses, and, as such, this data represented the most recent and 

comprehensive information available during preparation of this evaluation. 

The existing land uses were primarily based on a 2008 SCAG GIS land use dataset, and the 

proposed land uses were primarily based on a 2012 SCAG GIS land use dataset. The datasets are

parcel based and developed with SCAG 2008 and 2012 land use information, InfoUSA 

2008 employment data, 2005 to 2008 new construction data, and inputs from local jurisdictions in 

the SCAG region. This dataset was used because it includes the most consistent data for all 

jurisdictions. This dataset was used because it includes the most consistent and comprehensive 

information available for all jurisdictions that was available during preparation of this analysis.

In addition to SCAG data, online GIS data available from the California Department of Conservation, 

the United States Department of the Interior, and a variety of other sources were used to identify 

agricultural and forest resources with the potential to occur within the Tier 1/Program EIS/EIR Study 

Area. Specifically, the following data sources were reviewed: 
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• Farmlands: The California Important Farmland Finder dataset (California Department of 

Conservation 2020) was consulted. 

• Agricultural Preserve Lands: To identify designated agricultural preserve lands or lands 

under the Williamson Act Program, data from the California Department of Conservation was 

consulted. 

• Forest Lands: The United States Forest Service Land Ownership database was consulted. 

4.2 Tier 1/Program EIS/EIR Study Area

Much of the Program Corridor from Los Angeles to Redlands is urbanized. The Eastern Section of 

the Program Corridor is less urbanized with vacant land comprising of the largest land use category.

Land use data is presented quantitatively by county, and land use impacts were evaluated 

qualitatively by county. Tier 2 Project-level analysis would address site-specific potential impacts 

resulting from construction of new stations, maintenance facilities, and other infrastructure, potential 

land use compatibility effects, and potential conflicts with existing plans and policies for jurisdictions 

where stations may be implemented along the Program Corridor. 
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5 Existing Conditions

The Western Section of the Program Corridor spans 68 miles from downtown Los Angeles to the 

City of Colton and traverses approximately 19 cities within Los Angeles, Orange, San Bernardino, 

and Riverside counties, including the City of Colton. The Eastern Section of the Program Corridor

spans 76 miles and traverses approximately 14 cities within San Bernardino and Riverside, including 

the City of Colton. 

The largest assemblage of land use categories for the Western Section include transportation, 

communication, and utilities uses, which comprise nearly 27 percent of the total land uses. 

Transportation, communication, and utilities also comprise approximately 27 percent of the land 

uses within the Eastern Section; however, vacant land comprises the largest land use category at 

approximately 42 percent. Specific existing land use information is provided for each section below. 

5.1 Western Section 

5.1.1 Existing Land Uses

Table 5-1 summarizes the existing land uses within the Western Section of the Program Corridor. As 

depicted, transportation, communication, and utilities uses comprise the largest portion of land within 

the Western Section of the Program Corridor, totaling 3,283.8 acres of area and nearly 32.5 percent 

of the total area. Industrial uses comprise the second largest land use category, with a total acreage 

of 2,975.4 and 29.4 percent of the total area. Single family residential uses comprise the third largest 

land use category, totaling 1,230.3 acres, or 15.9 percent of the land uses in the total area. Including 

multifamily residential and other residential categories increases the percentage of residential uses

to 19 percent.

Table 5-1. Western Section: Existing Land Uses

Land Use Acres Percent of Total

Agriculture 61.6 0.6

Commercial services 1,169.1 11.6

Industrial 2,975.4 29.4

Mixed commercial/industrial 57.3 0.6
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Land Use Acres Percent of Total

Mixed urban 10.1 0.1

Residential – multifamily 304.6 3.0

Residential – other 68.1 0.7

Residential – single family 1,230.3 12.2

Open space and recreation 208.6 2.1

Transportation, communications, utilities 3,283.8 32.5

Under construction 53.5 0.5

Vacant 687.6 6.8

Total 10,109.1 100

Source: SCAG 2008

5.1.2 Planned (Future) Land Uses

For the purposes of this evaluation, planned land uses include the future land use designations or 

zoning classifications assigned to parcels (usually vacant or underutilized) in the local jurisdictions’ 

general plans and/or zoning codes. Table 5-2 summarizes the planned land uses within the Western 

Section of the Program Corridor. Industrial uses are the largest planned land use category within the 

Western Section of the Program Corridor.1 Under planned conditions, industrial and manufacturing

uses would increase to 4,093.1 acres, or approximately 40.5 percent of the total area, which would 

constitute an approximately 11.1 percent increase over the existing built environment. 

Transportation, communication, and utilities’ uses would drop to 2,295.8 acres, or approximately 

22.7 percent of the total area. Total residential area would increase to approximately 1,885 acres, or

18.3 percent of the area, as opposed to 15.9 percent under existing conditions.

1 The slight discrepancy between the total acreage between the existing land uses and planned land uses is a result 

of how existing versus planned land uses are mapped and coded in the GIS data. 
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Table 5-2. Western Section: Planned (Future) Land Uses

Land Use Acres Percent of Total

Agriculture 0.0 0

Commercial Services 661.4 6.5

Industrial 4,093.1 40.5

Mixed commercial and industrial 71.7 0.7

Mixed urban 0.0 0

Open space and recreation 733.7 7.3

Public facilities 366.3 3.6

Residential – multifamily 398.7 3.9

Residential – other 258.3 2.3

Residential – single family 1,228.0 12.1

Transportation, communications, utilities 2,295.8 22.7

Under construction 1.9 0.1

Vacant 0.0 0

Total 10,109.1 100

Source: SCAG 2012

5.2 Eastern Section

5.2.1 Existing Land Uses

Table 5-3 summarizes the existing land uses within the Eastern Section of the Program Corridor

where Build Alternative Option 1 is planned. As depicted, vacant land comprises the largest land use 

category in the Eastern Section, with 8,697.5 acres, or 40.2 percent. Transportation, communication, 

and utilities uses comprise the second largest portion of land within the Eastern Section, totaling 

5,967.7 acres and a little over 27.6 percent of the total area. Commercial services uses, with 

1,773.3 acres and 8.2 percent of the area, comprise a distant third of the land uses within the 

Eastern Section. Residential uses within the Eastern Section include a relatively small proportion of 
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the total area, with a total of 1,786.3 acres devoted to single family and multifamily residential, as 

well as other residential uses, or just under 8.2 percent total.

Table 5-3. Eastern Section: Existing Land Uses (Build Alternative Option 1)

Land Use Acres Percent of Total

Agriculture 1,460.3 6.7

Commercial services 1,773.3 8.2

Public facilities 403.4 1.9

Industrial 907.5 4.2

Mixed commercial/industrial 41.2 0.2

Mixed urban 0.0 0

Residential – multifamily 192.9 0.9

Residential – other 399.5 1.8

Residential – single family 1,193.9 5.5

Open space and recreation 748.3 3.5

Transportation, communications, utilities 5,967.7 27.6

Under construction 268.5 1.2

Vacant 8,697.5 40.2

Total 21,650.6 100

Source: SCAG 2008

Table 5-4 summarizes the existing land uses within the Eastern Section of the Program Corridor

where Build Alternative Options 2 and 3 are planned. As depicted, vacant land comprises the largest 

land use category in the Eastern Section, with 8,480.7 acres, or 41.2 percent. Transportation, 

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

Section, totaling 5,683.4 acres and a little over 27.6 percent of the total area. Commercial services 

uses, with 1,648.0 acres and 8.0 percent of the area, comprise a distant third of the land uses within 

the Eastern Section. Residential uses within the Eastern Section include a relatively small proportion 

of the total area, with a total of 1,390.5 acres devoted to single family and multifamily residential, as 

well as other residential uses, or just under 8.1 percent total.
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Table 5-4. Eastern Section: Existing Land Uses (Build Alternative Options 2 and 3)

Land Use Acres Percent of Total

Agriculture 1,239.9 6.0

Commercial services 1,648.0 8.0

Industrial 781.7 3.8

Mixed commercial/industrial 41.2 0.2

Mixed urban 0.0 0

Open space and recreation 740.9 3.6

Public facilities 0.0 0

Residential – multifamily 192.9 0.9

Residential – other 397.3 1.9

Residential – single family 1,100.3 5.3

Transportation, communications, utilities 5,683.4 27.6

Under construction 268.5 1.3

Vacant 8,480.7 41.2

Total 20,585.1 100

5.2.2 Planned (Future) Land Uses

Table 5-5 summarizes the planned land uses within the Eastern Section of the Program Corridor 

where Build Alternative Option 1 is planned. Buildout of the counties’ general plans in the Eastern 

Section of the Program Corridor would result in residential uses becoming the largest land use 

category within the total area.2 Under planned conditions, residential uses would increase to 

5,656.2 acres, or approximately 26 percent of the total area, which would constitute an 

approximately 18 percent increase over existing residential uses. Transportation, communication, 

and utilities uses, which comprise the second largest land use in the Eastern Section, would 

2 The slight discrepancy between the total acreage between the existing land uses and planned land uses is a result 

of how existing versus planned land uses are mapped and coded in the GIS data. 
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decrease under planned conditions to 4,685.2 acres, or approximately 21.6 percent of the total area. 

Open space, protected lands, and preserve/wildlife sanctuary space would become the third largest 

land use in the Eastern Section, with approximately 4,268.2 acres, or 19.7 percent of the area.

Commercial, including mixed commercial and retail/shopping uses, would also comprise about 

16.8 percent of the total area.

Table 5-5. Eastern Section: Planned (Future) Land Uses (Build Alternative Option 1)

Land Use Acres Percent of Total

Agriculture 119.2 0.6

Commercial services 2,374.2 11.0

Industrial 2,585.9 11.9

Mixed commercial and industrial 1,246.1 5.8

Mixed urban 312.1 0

Open space and recreation 4,268.2 19.7

Public facilities 403.4 1.9

Residential – multifamily 509.7 2.4

Residential – other 1,310.3 6.1

Residential – single family 3,836.2 17.7

Transportation, communications, utilities 4,685.2 21.6

Under construction 0.0 0

Vacant 0.2 0

Total 21,650.6 100

Source: SCAG 2012

Table 5-6 summarizes the planned land uses within the Eastern Section of the Program Corridor 

where Build Alternative Options 2 and 3 are planned. Buildout of the counties’ general plans in the 

Eastern Section of the Tier 1/Program EIS/EIR Study Area would result in residential uses becoming 
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the largest land use category within the total area.3 Under planned conditions, residential uses would 

increase to 5,373.6 acres, or approximately 26 percent of the total area, which would constitute an 

approximately 18 percent increase over existing residential uses. Transportation, communication, 

and utilities uses, which comprise the second largest land use in the Tier 1/Program EIS/EIR Study 

Area, would decrease under planned conditions to 4,518.6 acres, or approximately 22 percent of the 

total area. Open space, protected lands, and preserve/wildlife sanctuary space would become the 

third largest land use in the Tier 1/Program EIS/EIR Study Area, with approximately 4,243.7 acres, 

or 20.6 percent of the area. Commercial, including mixed commercial and retail/shopping uses, 

would also comprise about 16.7 percent of the total area.

Table 5-6. Eastern Section: Planned (Future) Land Uses (Build Alternative Options 2 and 

3)

Land Use Acres Percent of Total

Agriculture 119.2 0.6

Commercial services 2186.9 10.6

Industrial 2208.1 10.7

Mixed commercial and industrial 1246.1 6.1

Mixed urban 312.1 1.5

Residential – multifamily 498.3 2.4

Residential – other 1,305.2 6.3

Residential – single family 3,570.1 17.3

Open space and recreation 4,243.7 20.6

Public facilities 376.8 1.8

Transportation, communications, utilities 4,518.6 22.0

Under construction 0.0 0

Vacant 0.2 0

3 The slight discrepancy between the total acreage between the existing land uses and planned land uses is a result 

of how existing versus planned land uses are mapped and coded in the GIS data. 
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Land Use Acres Percent of Total

Total 20,585.1 100

Tribal Lands

The Eastern Section of the Program Corridor also includes tribal lands, as depicted on Figure 5-1; 

including 1,175.89 acres of Morongo Reservation, 1,011.52 acres of Agua Caliente Reservation, and 

352.55 acres of Cabazon Reservation.
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Figure 5-1 Tribal Lands in the Eastern Section of the Program Corridor
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6 Environmental Consequences

The Tier 1/Program EIS/EIR evaluation of land use compatibility focuses on areas where the existing 

uses could be converted to transportation-related land uses and, specifically, where new facilities 

would be anticipated (i.e., representative station area locations). The Program’s consistency with 

county and metropolitan planning organizations land use plans is also evaluated. 

6.1 No Build Alternative

Under the No Build Alternative, a new passenger rail system would not be built, and effects on land 

uses would not be anticipated, beyond those that could occur as a result of other approved projects. 

The No Build Alternative would not implement the Program associated with this service-level 

evaluation and would not meet the Purpose and Need of the Program. 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.

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. 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. 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.
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The counties and cities in the Tier 1/Program EIS/EIR Study Area would continue to grow, which 

would increase regional transportation demand. Under the No Build Alternative, accommodation of 

this additional transportation demand would be limited by the existing transportation infrastructure’s 

capacity and capacity increases resulting from other approved transportation projects in the region. 

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. Implementation of these other projects may result in 

conflicts with plans and policies for these transportation projects. The No Build Alternative is not 

consistent with federal, state, and local plans and policies that promote expansion of existing 

transportation options, as well as multimodal connectivity throughout the region.

Under the No Build Alternative, passenger rail service between Coachella and Los Angeles would 

not be established and land would not be allocated for rail infrastructure or station facilities. This may 

prevent potential displacements of existing and planned land uses but would increase the likelihood 

for displacing land uses adjacent to existing highways such as Interstate10, State Route 60, and 

State Route 111, which would likely need to be widened to accommodate the projected demands for 

capacity as population in the region increases. Land uses adjacent to major highway corridors would 

likely be affected by increased traffic congestion, which may include time delays and increased 

exposure to noise and vehicle emissions. 

An increase in traffic and vehicle miles traveled is expected with the No Build Alternative because 

more cars would be on the roadways compared with what would occur with Program 

implementation. Therefore, traffic congestion is likely to worsen with the No Build Alternative, 

resulting in air quality effects and potentially additional noise effects on the surrounding land uses, 

which could disrupt established communities adjacent to existing transportation corridors. Because 

adding travel lanes for vehicles takes more land than rail facilities to move the same volume of 

people, more land in the region would need to be allocated to transportation facilities, precluding 

other land uses. However, while community disruption and division of established communities 

related to construction and operation of the Build Alternative Options, if Tier 2 Project-level analyses 

were to identify an effect, this effect would be avoided under the No Build Alternative.
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6.2 Build Alternative Options 1, 2, and 3

6.2.1 Physical Division or Disruption of an Established Community

Western Section

Construction

The Western Section utilizes existing rail infrastructure, and no additional track improvements would 

be required to accommodate the proposed service. No new stations or construction to existing 

stations would be required to accommodate the proposed service. As such, construction activities 

are not anticipated to physically divide or disrupt an established community. When compared with

the No Build Alternative, disruption (including division) to existing communities would be negligible 

because no additional construction activities would occur within the Western Section under Build 

Alternative Options 1, 2, and 3.

Operation

Increased rail activity resulting from Operation of Build Alternative Options 1, 2, and 3 within the 

Western Section would not result in any physical divisions of established communities as the 

addition of two daily round-trip passenger trains would travel within an existing railroad ROW. The 

two additional round-trip intercity passenger trains would be added on existing rail lines currently 

used by freight, passenger, and commuter trains. Current (2018) daily rail traffic volumes on the 

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

RCTC 2021). 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 and would not result in substantial disruption of activities occurring at the 

adjacent land uses.
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Eastern Section 

Construction

The Eastern Section of the Program Corridor would include infrastructure improvements, such as 

sidings, additional main line track, wayside signals, drainage, grade-separation structures, and 

stations, to accommodate the proposed service and would be informed by the results of rail 

operations simulation modeling. The majority of construction activities would occur within or directly 

adjacent to the existing railroad ROW and, therefore, would not be anticipated to physically divide 

established communities; however, the construction of up to five new potential stations would require 

acquisition of parcels within local communities adjacent to the railroad ROW once design and 

location is determined.

Construction in the Eastern Section could occur in close proximity to existing sensitive land uses. 

Based on planned (future) land uses, a large increase in sensitive receptors is anticipated in the 

Eastern Section of the Tier 1/Program EIS/EIR Study Area (18 percent increase in residential uses). 

Noise and traffic generated by construction activities could temporarily disrupt residential or other 

sensitive land uses in the Eastern Section. The temporary changes associated with Build Alternative 

Option 1 would have moderate effects on certain sensitive land uses adjacent to where construction 

could occur. 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 sensitive land uses).

Site-specific land use compatibility effects, along with measures to minimize potential disruption to, 

and land use compatibility effects on, adjacent land uses would be considered during 

Tier 2 Project-level analysis.

Operation

Operational activity would increase within the Eastern Section of the Tier 1/Program EIS/EIR Study 

Area. 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 (FRA and RCTC 2021). 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 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 and would not result in 

substantial disruption of activities occurring at adjacent land uses. 
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Within the Eastern Section of the Program Corridor, Build Alternative Option 1 would include the 

operation of a passenger rail system including station facilities. The majority of operational activities 

would occur within or directly adjacent to the existing railroad ROW, and, therefore, would not be 

anticipated to result in the physical division of existing land uses. Depending on where the station 

facilities are located, effects on sensitive land use could occur in the form of increased noise and 

traffic. However, operation of the passenger rail system would also provide an alternative 

transportation option and additional opportunities for transit-orientated development within the 

Eastern Section of the Program Corridor.

6.2.2 Consistency with Plans and Policies

The following evaluation considered the Program’s consistency with all of the plans and policies 

discussed in Section 3, including SCAG’s RTP/SCS, and the general plans for Los Angeles, Orange, 

San Bernardino, and Riverside counties. 

Western Section

Construction

The Build Alternative Options would not require construction of new stations or construction at 

existing stations, new 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. As 

such, the Western Section would be consistent with existing plans and policies that promote 

continued and/or expansion of corridor service.

Operation

Operation of the Build Alternative Options would increase rail service along existing rail tracks by the 

addition of two round-trip intercity passenger trains through largely built-out urban areas. The Build 

Alternative Options would be consistent with policies related to interagency coordination to meet 

regional transit goals, including the following plans that provide for increased rail service and 

connections in the Program Corridor (LAUS to Coachella):

• 2013 California State Rail Plan (Caltrans 2013)

• 10-Year Strategic Plan 2015 – 2025 (Southern California Regional Rail Authority 2015) 

• California Transportation Plan 2040 (Caltrans 2016)

• 2016 RTP/SCS (SCAG 2016)

• 2018 California State Rail Plan (Caltrans 2018)
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From an overall regional perspective, the Program would expand existing transportation options and 

foster multimodal connectivity throughout the region, consistent with these plans and local county 

land use and circulation policies.

While the Build Alternative Options would result in an increase in train operations (two additional 

daily round-trip intercity passenger trains), no land acquisition or redesignation/rezoning of any 

parcels is required, and as such, would be consistent with existing land use designations of the 

general plans.

Eastern Section

Construction

The Build Alternative Options may require the construction of new facilities, such as sidings, 

additional main line track, wayside signals, drainage, grade-separated structures, and stations. In 

the Eastern Section, the existing station in the City of Palm Springs would be utilized. Additionally, 

up to five new potential stations could be constructed within Loma Linda/Redlands area, the Pass 

Area (serving the cities of Beaumont, Banning, and Cabazon), the Mid-Valley (serving the cities of 

Cathedral City, Thousand Palms and the Agua Caliente Casino area, and Rancho Mirage), and the 

cities of Indio and/or Coachella as the eastern terminus.

Where infrastructure would occur primarily within the existing railroad ROW, no conflicts with existing 

adopted plans and policies would occur and environmental impacts would be minimized. However, 

construction of stations may require land use acquisition and potential amendments to local planning 

documents. A full land use consistency analyses would be required at the Tier 2 Project-level 

analysis to determine if the planned stations are consistent with the local general plans and/or 

municipal codes (i.e., zoning). When compared with the No Build Alternative, effects would be 

moderate under Build Alternative Options. When compared with Build Alternative Option 1, Build 

Alternative Option 2 would have slightly reduced effects due to reduced station options. However, 

the magnitude of effects would be similar for Build Alternative Option 2 and considered moderate 

when compared with the No Build Alternative. When compared with Build Alternative Option 1 or 

2, Build Alternative Option 3 may have slightly reduced effects due to a slightly smaller footprint 

associated with a shorter route alignment, reduced station options, and reduced third rail track 

infrastructure. 

Operation

Many of the policies discussed above for the Build Alternative Options on the Western Section would 

be applicable to the portion of the Build Alternative Options in the Eastern Section. Specifically, the 

Build Alternative Options would particularly be consistent with Policy C 13.1 of the Riverside County 
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General Plan, which seeks to “support continued development and implementation of the RCTC Rail 

Program, including new rail lines and stations, the proposed California High Speed Rail System with 

at least two stations in Riverside County, the Coachella Valley-San Gorgonio Pass Intercity Rail 

Service, and the proposed Intercity Rail Corridor between Calexico and Los Angeles.” 

6.2.3 Agricultural Resource 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 stations from 

LAUS to Colton would be used. The Build Alternative Options would not require construction of new 

stations, new 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. When 

compared with the No Build Alternative, conversion of agriculturally mapped lands to transportation 

uses would not occur and effects would be negligible within the Western Section under Build 

Alternative Options 1, 2, and 3.

Operation

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

on agricultural resources as the additional train trips would travel within an existing railroad ROW. 

When compared with the No Build Alternative, effects on agricultural resources would be negligible 

because no additional infrastructure improvements are planned within the Western Section under 

Build Alternative Options 1, 2, and 3.

Eastern Section

Construction

Construction of Build Alternative Option 1, 2, or 3 in the Eastern Section of the Program Corridor 

would require the construction of rail stations, reconfiguration of existing or creation of new rail 

facilities, and potential ROW acquisition. These would require the conversion of non-transportation 

land to a transportation use. The site-specific design that would be developed in later Tier 

2/Project-level phases would determine the extent to which land use conversions occur. If the rail 

infrastructure or station facility is within the ROW of, or closely parallel to, an existing transportation 

corridor, the extent of land conversion would be minimal. However, the farther rail infrastructure or a 

station facility departs from an existing transportation feature, the greater the likelihood for land use 
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conversion, ranging from building on vacant/undeveloped land to potential displacement of existing 

structures.

If a passenger rail system is constructed and operated within the existing rail ROW, relatively few 

ROW acquisitions would be required. However, the Tier 1/Program EIS/EIR Study Area allows for 

infrastructure and station facilities to be located beyond the limits of the existing rail ROW, which 

would require acquisition of land not designated for transportation uses. Which agricultural land uses 

would be affected by the future construction and operation of a passenger rail system, and to what 

extent, cannot be determined at this time. 

If agricultural mapped lands within the Eastern Section of the Program Corridor are converted to a 

transportation use, it would be considered an adverse effect. Agricultural lands are considered a 

finite and unique resource: once agricultural land is converted to other uses, that agricultural land is 

effectively eliminated. When compared with the No Build Alternative, Build Alternative Option 1 could 

have a substantial effect on agricultural resources within the Eastern Section of the Program 

Corridor. When compared with Build Alternative Option 1, Build Alternative Option 2 would have 

slightly reduced effects due to a shorter route alignment and reduced station options. However, the 

magnitude of effects would be similar for Build Alternative Option 2 and considered substantial when 

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

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

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

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

substantial when compared with the No Build Alternative. Detailed analysis of ROW acquisition 

impacts would be completed in a Tier 2/Project-level analysis. 

Operation

Once construction ceases, operation of the new railroad infrastructure and stations under the Build 

Alternative Options would not be anticipated to require further conversion of agricultural lands. 

Operational effects on agricultural resources would be negligible when compared with the No Build 

Alternative. When compared with Build Alternative Option 1, Build Alternative Options 2 and 3 would 

have the same magnitude of effect and considered negligible when compared with the No Build 

Alternative.
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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 Options. Specific station locations, project 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). The Tier 2 Project-level analysis would 

consider site-specific land use compatibility effects and consistency with established land use plans 

and policies. In addition, Project-specific consistency analyses would be conducted for stations that 

require acquisition of parcels and general plan amendments to ensure proposed land uses would be 

consistent with surrounding uses and plans and policies, as well as ensuring that stations are 

located near community centers. 

Regarding potential station locations, disruption of activities at sensitive land uses adjacent to station 

locations may require mitigation in the form of sound barriers (walls, landscaping, etc.).

Relative to construction activities required to implement the railroad infrastructure improvements, 

mitigation measures that would reduce disturbance of construction activities at nearby sensitive land 

uses could include, but is not limited to:

• Construction best management practices, such as sound barriers 

• Limitations to hours of construction (e.g., 7 a.m. to 7 p.m. during weekdays) 

• Watering grading areas 

• Specifications for construction equipment and idling times 

• Preparation of a construction management plan providing measures that minimize effects on 

populations and communities within the Tier 1/Program EIS/EIR Study Area by providing 

Project construction notifications and information, as well as include actions pertaining to 

visual protection, air quality, safety controls, noise controls, and traffic controls to minimize 

effects on populations and communities within the Tier 1/Program EIS/EIR Study Area
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8 References

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November 15, 2020. https://maps.conservation.ca.gov/DLRP/CIFF/. 

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http://www.dot.ca.gov/californiarail/docs/Final_Copy_2013_CSRP.pdf.

——— 2016. California Transportation Plan 2040. 

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-Report-WebReady.pdf

——— 2018. California State Rail Plan. Accessed May 10, 2021. 

https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/rail-plan/0

0-toc-and-introcsrpfinal.pdf

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http://planning.lacounty.gov/assets/upl/project/gp_final-general-plan.pdf. 

County of San Bernardino. 2007. General Plan. Amended 2014. Accessed June 27, 2018.

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

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

e.pdf. 

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

2021. Coachella Valley-San Gorgonio Pass Rail Corridor Service Program Environmental 

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

Southern California Regional Rail Authority. 2015. 10-Year Strategic Plan 2015 – 2025. 

https://www.metrolinktrains.com/globalassets/about/metrolink_10-year_strategic_plan_2015-

2025.pdf.

Orange County. 2005. Orange County General Plan. Accessed June 27, 2018.

https://www.ocgov.com/gov/pw/cd/planning/generalplan2005.asp. 
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Riverside County. 2003. County of Riverside General Plan. Accessed June 27, 2018.

http://planning.rctlma.org/ZoningInformation/GeneralPlan.aspx. 

Southern California Association of Governments (SCAG). 2008. Existing Land Use Database for Los 

Angeles, Orange, Riverside, and San Bernardino Counties.

——— 2012. Planned Land Use Database for Los Angeles, Orange, Riverside, and San Bernardino 

Counties.

——— 2016. The 2016-2040 Regional Transportation Plan/Sustainable Communities Strategy: A 

Plan for Mobility, Accessibility, Sustainability and a High Quality of Life. Adopted April 2016.

Accessed June 27, 2018. http://scagrtpscs.net/Documents/2016/final/f2016RTPSCS.pdf.