Route Alternative 5 is a combination of Route Alternatives 3 and 4-B that would be used by Indio-Los Angeles trains operating during peak commuter travel periods (see Figures 40 and 46). Route Alternative 5 uses BNSF’s San Bernardino Subdivision in Colton; SCRRA’s Short Way Subdivision between Colton and San Bernardino; SCRRA’s San Gabriel Subdivision between San Bernardino and CP Bassett near El Monte; and UP’s Alhambra Subdivision between CP Bassett and Los Angeles.
Approximately 82 percent of SCRRA’s San Gabriel Subdivision between San Bernardino and Los Angeles is single track, including a segment of approximately 11 miles between El Monte and Los Angeles that runs in the median of I-10 with no room for construction of a second track. In addition, the San Gabriel Subdivision has an intense morning and evening peak travel commuter operation; the line has a 2-hour window in the morning and a 2-hour window in the evening that sees approximately three trains per hour operating in the direction of peak travel
Route Alternative 5 has been developed to enable Coachella Valley passenger trains scheduled to operate during peak commuter periods without a similar 15- to 35-minute addition to travel time. Route Alternative 5 also avoids potential congestion or delays along the San Gabriel Subdivision’s west end, by using UP’s Alhambra Subdivision between Bassett and Los Angeles. There are no proposed station stops between Bassett and LA.
Trains using this alternative would operate to the Amtrak/Metrolink Santa Fe Depot in San Bernardino and change their direction of operation, just as they would in Route Alternative 4-B. Route Alternative 5 is 60 miles long between Colton and Los Angeles Union Station, and would form a total Indio-Los Angeles corridor length of 132 miles. The schedule for this alternative is shown in Tables 40 and 41, assuming two round trips per day.
Table 40. Route Alternative 5 Westbound Schedule
Westbound AM Trip PM Trip
Indio 9:50 AM 3:20 PM Rancho Mirage 10:05 AM 3:35 PM Palm Springs 10:15 AM 3:45 PM Cabazon 10:30 AM 4:00 PM Loma Linda 11:05 AM 4:35 PM San Bernardino 11:50 AM 5:20 PM Montclair 12:17 PM 5:47 PM LAUS 1:12 PM 6:42 PM
Total Schedule Time 3:22 3:22
Source: Caltrans Travel Forecasting, 2015; Appendix D
Table 41. Route Alternative 5 Eastbound Schedule
Eastbound AM Trip PM Trip
LAUS 10:20 AM 3:25 PM Montclair 11:12 AM 4:17 PM San Bernardino 11:57 AM 5:02 PM Loma Linda 12:22 PM 5:27 PM Cabazon 12:57 PM 6:02 PM Palm Springs 1:12 PM 6:17 PM Rancho Mirage 1:27 PM 6:32 PM Indio 1:52 PM 6:57 PM
Total Schedule Time 3:32 3:32
8.6.1
Purpose and Need: Travel Demand
This alternative between Colton and Los Angeles would serve the intermediate major communities of San Bernardino and Montclair, California. The total population within a 15-mile catchment area of these intermediate stops is approximately 3.05 million, and is projected to grow to 3.36 million by 2020. The selection of Route Alternative 5 would form an Indio-Los Angeles corridor that would serve a total population of approximately 8.72 million, with a projected increase in total population along the corridor by 2020 to 9.49 million. (SCAG 2012 RTP/SCS)
8.6.2
Purpose and Need: Competitive and Attractive Travel Modes
Route Alternative 5 is similar in length to Route Alternative 4-B, and also has a lengthened travel time caused by the need to change ends of operation at the San Bernardino Station. This activity requires a projected 20-minute station dwell time at San Bernardino, versus a projected dwell at all other intermediate stations of 2 or 3 minutes. Projected running times between Indio and Los Angeles via Route Alternative 5 are 3 hours, 22 minutes westbound and 3 hours, 32 minutes eastbound, one of the slowest of the route alternatives. Running times on this alternative are slightly longer than Route Alternative 4-B, by 1 to 3 minutes, because of the high volume of freight traffic and slower maximum allowable speed for passenger trains on UP’s Alhambra Subdivision.
8.6.3
Environmental Concerns: Major Challenges
Aside from the potential acquisition of right-of-way along the corridor, there appear to be no major environmental challenges for Route Alternative 5. For areas on this route where a new or expanded bridge crosses over a waterway (e.g. San Gabriel River, Rio Hondo Channel, Alhambra Wash, and Rubio Wash), coordination with the USFWS, CDFW, and ACOE is likely to be less complex since no critical habitat or wildlife management areas are identified for these waterways.
8.6.4
Environmental Concerns: Sensitive Areas
This alternative does not pass through any identified critical habitat. While the alternative does not pass through and is not adjacent to any BLM ACECs or USFWS National Wildlife Refuges, it does pass through or is adjacent to four areas of regulated wetlands. In addition, the Western Section of Route Alternative 5 crosses over the San Gabriel River, Rio Hondo Channel, Alhambra Wash, and Rubio Wash. Route Alternative 5 does not pass through any federal, state, or city parks but is adjacent to nine local parks.
8.6.5
Environmental Concerns: Right-of-Way
Based on a review of aerial mapping along the route, land uses along this alternative are mostly urban uses consisting of commercial, industrial, and residential uses (Google Maps, 2015).
of many landowners, particularly where the route alternative passes through highly urbanized areas. Additional research will be conducted on the fine-level screening analysis.
8.6.6 Technical Feasibility
Route Alternative 5 has three distinct sections. It is a high-density freight route on the 1-mile portion of BNSF trackage used in Colton; a commuter route on the two SCRRA subdivisions used between Colton, San Bernardino and Bassett, totaling 44 miles; and a high-density freight route on the 14-mile portion of UP trackage used between Bassett and Los Angeles.
Current train traffic on the BNSF portion of the route exceeds 60 freight trains per day on average, and has eight Metrolink commuter trains and two Amtrak long-distance trains, according to Amtrak, Metrolink, and SCAG’s Comprehensive Regional Goods Movement Plan and Implementation Strategy. Current train traffic on the SCRRA Short Way Subdivision, which provides a direct route between BNSF’s trackage and the Amtrak/Metrolink San Bernardino station, consists of eight Metrolink commuter trains on weekdays and four Metrolink commuter trains on weekends. Current train traffic on the SCRRA San Gabriel Subdivision consists of 38 Metrolink commuter trains on weekdays (20 trains on Saturday and 14 trains on Sunday); up to 12 freight trains per day between San Bernardino and Fontana; and two to four local freight trains per day between Fontana and Los Angeles. Current train traffic on UP’s Alhambra Subdivision averages approximately 15 to 25 freight trains per day, along with one Amtrak long- distance train that operates three days per week in each direction.
All of the BNSF, SCRRA, and UP lines are equipped with wayside signaling and Centralized Traffic Control. Metrolink began a revenue service demonstration of Positive Train Control on the San Gabriel Subdivision in 2015. Because of the numerous yard operations on BNSF, passenger and freight trains are limited to 30 mph between Colton and San Bernardino. The SCRRA Short Way Subdivision is also limited to a 30-mph maximum allowable speed for passenger and freight trains. On the SCRRA San Gabriel Subdivision, the maximum allowable speed is 79 mph for passenger trains and 55 mph for freight trains. UP’s Alhambra Subdivision has a maximum allowable speed of 65 mph for passenger trains and 60 mph for freight trains.
Because no connection currently exists at Colton, a new connecting track would have to be built to enable westbound trains from Indio on UP’s Yuma Subdivision to turn and head north (timetable east) at Colton onto BNSF’s San Bernardino Subdivision, and eastbound trains to diverge from the BNSF line to head east on UP’s Yuma Subdivision. Given the limited space in the area and tight curvature required, this connecting track would be low speed, however, the track could be constructed on existing railroad property. This connection would enter the BNSF main line on the east side of the right-of-way, which is the same side that the SCRRA Short Way Subdivision diverges from 1 mile east, so passenger trains would not have to cross all of the BNSF main tracks for the brief portion of the BNSF main line they use. At CP Vernon in San Bernardino, an existing turnout would enable trains to make a direct move from the Short Way Subdivision onto the SCRRA San Gabriel Subdivision to enter the Amtrak/Metrolink Santa Fe Depot in San Bernardino. Once at the station, trains would have to reverse direction to operate westbound on the San Gabriel Subdivision to reach Los Angeles. There is no connection to permit a direct move from the Short Way Subdivision to operate westbound on the San Gabriel Subdivision, or vice-versa, and one would be difficult to build since the San Gabriel Subdivision
begins a westward climb on elevation to fly over the BNSF main line immediately after the turnout with the Short Way Subdivision.
As described in Route Alternatives 4-A/4-B and 3, respectively, both the SCRRA San Gabriel Subdivision and the UP Alhambra Subdivision are primarily single-track railroads, with minimal sections of second main track. The SCRRA San Gabriel Subdivision has frequent commuter rail traffic, but does not have overhead freight traffic. Because the majority of the traffic on the line is moving at a passenger train speed, Coachella Valley passenger trains could be scheduled to operate in slots between scheduled Metrolink commuter trains with minimal potential for delay. However, trains operating during peak periods against the prevailing flow of rush-hour commuter traffic could require up to 35 minutes or more of additional running time, due to the limited number of locations where meet/pass events can occur on the single-track line. During peak hours, approximately three Metrolink trains per hour operate west in the morning and east in the evening. Use of the UP Alhambra Subdivision west of Bassett would enable Coachella Valley passenger trains to operate during peak commuter periods by avoiding the capacity- constrained, single-track western segment of the San Gabriel Subdivision within the median of I- 10. However, use of the Alhambra Subdivision would also require additional running time and could introduce the potential for delay from the UP subdivision’s slower passenger train speeds, predominantly single-track infrastructure, and heavy freight volumes.
To accommodate additional passenger trains on Route Alternative 5 without delaying existing traffic, additional infrastructure would likely be required to enable overtakes of commuter and freight trains, meet/pass events for the proposed Coachella Valley passenger trains, and to provide adequate windows for track maintenance. Use of the UP Alhambra Subdivision allows for the possibility for the construction of additional infrastructure between Bassett and Los Angeles, where the SCRRA San Gabriel Subdivision is located adjacent to or in the median of I- 10 and construction of a second track there highly unlikely. A connection between the SCRRA and UP lines at Bassett already exists and would not have to be constructed.
The base train equipment sets would be adequate for this alternative. Route Alternative 5 has no specific characteristics that would change operating or maintenance costs substantially compared to the other alternatives.
8.6.7 Economic Feasibility
An expensive new track connection at Colton would have to be constructed to enable westbound trains leaving UP trackage to turn north (timetable east) onto BNSF’s San Bernardino Subdivision, and eastbound trains to diverge from the BNSF line to head east on UP’s Yuma Subdivision.
Additional capacity construction would likely be required because of the preponderance of single track on SCRRA’s busy commuter line. This would likely require constructing an additional main track at locations where only one track currently exists. Similarly, additional main track would track would likely be required on UP’s single-track Alhambra Subdivision,
8.7
No-Build Alternative
The No-Build Alternative would result in the continued use of automobiles, as well as the existing and programmed services that currently serve the corridor, including rail, airplane and bus transportation. Amtrak’s Sunset Limited would continue operating along the Corridor three days per week, and the intercity bus services listed in Section 6.1 would continue operation. No new corridor services are programmed and funded for implementation at this time.
8.7.1
Purpose and Need: Travel Demand
The No-Build Alternative does not include any programmed improvements to existing services, so this alternative does not improve upon the travel times of existing services.
8.7.2
Purpose and Need: Competitive and Attractive Travel Modes
The No-Build Alternative would not meet the need for competitive and attractive travel modes between Los Angeles and Indio because no new mode or additional service would be provided. The Project would not be developed and would not provide a competitive option among existing travel modes.
Existing services are limited and not convenient and reliable for most travelers because of service timing, frequency, or poor connections (see Section 6.1):
The Amtrak Sunset Limited operates only three times per week, stops in Palm Springs after midnight at a station location 2.5 miles from the edge of the developed part of the city, often runs well behind schedule because of delays during its long cross-country journey, and there is no connecting service to provide access to the station.
Of existing services only the Sunset Limited would be able to operate through San Gorgonio Pass in the event of Interstate 10 being shut down.
The Amtrak Thruway bus service carries only travelers with a ticket to ride on a connecting Amtrak train, provides only two round trips each day to the Amtrak station in Fullerton, and operates in a highly congested freeway corridor.
The SunLine Commuter Link 220 bus only serves the schedule of commuters, with two weekday trips into Riverside in the morning and two trips back to the Coachella Valley at the end of the normal work day.
The Beaumont Commuter Link 120 travels only as far east as Beaumont so it does not serve the eastern part of the pass area or the Coachella Valley and does not provide weekend service.
Greyhound does not conveniently serve most of the Corridor travelers from the Coachella Valley, the Indio station is located in the eastern end of the Corridor, and the Palm Springs stop is at the Amtrak station, which is in a remote location with no transit access.
8.7.3
Environmental Concerns: Major Challenges
The Project would not be constructed under the No-Build Alternative and would not present major environmental challenges. However, the current rail routes between Indio and Los Angeles would continue to be used, resulting in continued minor environmental impacts such as air emissions, erosion and sedimentation from railroad grades to adjacent waterbodies and wetlands, and noise.
8.7.4
Environmental Concerns: Sensitive Areas
The Project would not be constructed under the No-Build Alternative and would not impact sensitive areas. However, the current rail routes between Indio and Los Angeles would continue to be used, resulting in continued minor environmental impacts such as air emissions, erosion and sedimentation from railroad grades to adjacent waterbodies and wetlands, and noise near sensitive areas. Other travel modes would continue to be used and would likely be more congested in the future as travel demand increases, resulting in potential impacts on sensitive areas.
8.7.5
Environmental Concerns: Right-of-Way
The Project would not be constructed under the No-Build Alternative and would not require acquisition of ROW. However, other passenger or commuter rail sections of the Corridor could be developed and result in acquisition of ROW. Additionally, other travel modes could be more congested as travel demand increases, resulting in ROW acquisition for infrastructure improvements.
8.7.6 Technical Feasibility
The No-Build Alternative cannot be evaluated for technical feasibility because the Project would not be constructed. Other passenger or commuter rail sections of the Corridor would be evaluated for technical feasibility on their own merits as independent projects.
8.7.7 Economic Feasibility
The No-Build Alternative cannot be evaluated for economic feasibility because the Project would not be constructed. However, under the No-Build Alternative, other passenger or commuter rail sections of the Corridor could be independently determined to be economically feasible.