Politics and Policies: Inland Empire Infrastructure

On this week of “Professionals of the Inland Empire” PIE podcast, host John Tulac focuses on Politics and Policies: Inland Empire Infrastructure, and how it directly impacts regional business owners.

Infrastructure encompasses essential public systems including transportation networks, electrical systems, water supply, wastewater management, and waste disposal. The overall quality of this infrastructure directly dictates regional quality of life and business efficiency. Deficiencies within infrastructure prevent the region from attracting and retaining top-tier professional talent. Furthermore, operational shortfalls occur whenever infrastructure resources fail to keep pace with commercial growth and demand.

The 10 Freeway has experienced continuous ongoing construction historically from its point of origin through its exit from the Inland Empire. Major historic construction zones stretch between Santa Monica and Kellogg Hill, and from Kellogg Hill eastward to Yucaipa and beyond. Current active projects include extending the fast lane, a project slated to take two to three years to reach completion. Significant pavement degradation exists on the segment between Kellogg Hill and Redlands, where large chunks of freeway surface are missing due to persistent heavy truck traffic. This surface decay delivers severe vehicle jolts to standard sedans and projects an unfavorable image to domestic and international visitors compared to out-of-state or global infrastructure standards.

The interchange connecting the 15 Freeway and the 10 Freeway has been designated in a state of “potential work” for years without active construction taking place. This inaction creates recurring traffic bottlenecks, particularly for eastbound commuters and freight moving from Haven Avenue toward the 57 Freeway.

The existing public bidding and contract award system causes multiple construction sites to be torn up and left unfinished concurrently for years. Project management fails to follow a sequential model of completing one project before initiating another.

Truck traffic has escalated substantially due to freight originating from coastal ports and moving along the 60 Freeway and 10 Freeway, as well as the 91 Freeway and 210 Freeway. Heavy concentration on the 60 and 10 Freeways generates continuous “truck caravans,” making rapid lane changes from the fast lane to off-ramps difficult for passenger vehicles. Heavy commercial trucks cause disproportionate surface erosion, driving up repair frequency and costs. Regional advocacy requires business leaders to petition state legislators (Assembly members and Senators) in Sacramento to ensure Caltrans repair funding is directed locally rather than reallocated to other regions.

Rail transit provides vital, highly efficient service for the warehousing and distribution sectors in the Inland Empire. However, further expansion of rail infrastructure is severely constrained because historical rights-of-way have been lost, and acquiring new rights-of-way is financially prohibitive.

Transferring operational control of Ontario Airport away from Los Angeles (LAX) city control served as a major catalyst for regional economic development. Long-term expansion plans are actively under development, positioning the facility as a prime infrastructure success story.

The Gold Line (re-designated as the A Line) stands as a prime example of executing a transit project on time and within budget. The upcoming project phase extends the rail line from Pomona to Claremont and onward to Montclair. However, political resistance within the Inland Empire has stalled plans for the final connecting link from Montclair to Ontario Airport. Extending light rail directly to Ontario Airport would facilitate eastbound passenger travel, increase airport utilization, and alleviate operational saturation at LAX.

San Bernardino Airport operates as a smaller facility possessing an active growth plan and capacity for industrial and commercial expansion. Meanwhile, Palm Springs Airport continues to perform well, providing additional air transit choices for the desert region.

The California power grid operates near the threshold of failure due to energy policies that have lagged behind demand for decades. State policy offers little structural incentive to upgrade baseline electrical capacity despite rising usage requirements.

Environmental regulations have created a hostile climate for natural gas-fired peak power generating plants. Peak power plants remain essential during periods of high demand to back up intermittent renewable energy sources. A lack of local peak generation forces the state to import (“wheel in”) electricity across the regional creek grid system from neighboring states during peak demand events.

Power outages lasting multiple hours disrupt commercial operations and cause severe productivity losses. Threats of rolling blackouts remain active, with heightened vulnerability anticipated as early as next year or during a late 2026 heat wave.

Businesses relying on uninterrupted power are advised to explore local battery storage technologies. Advancements in battery tech and declining hardware costs provide safe, reliable localized power backup options to mitigate grid instability.

Western states lack an updated, finalized compact for the Colorado River, exposing California to potential federal allocation cuts. Despite California holding senior historical water rights (“top dog” status), federal mandates may diminish total available volume.

Subsidized, low-cost state water rates continue to support water-intensive agricultural practices, such as growing rice in California’s arid climate for overseas export. Unregulated groundwater pumping in the Central Valley during drought periods has resulted in critical land subsidence (ground sinking). Mismanagement of state water resources leaves the Inland Empire receiving residual (“leftover”) water allocations.

Regional wastewater management is currently functional but relies on aging infrastructure. Deferring maintenance and replacement of legacy wastewater assets increases long-term capital repair costs exponentially.

Modern waste management technology allows for 90% to 95% of current municipal solid waste to be diverted away from landfills (dumps) through advanced recycling and repurposing. Implementation involves constructing processing and recycling centers directly on or adjacent to existing landfill sites. Material is routed through sorting facilities first, allowing waste management operators to retain revenue through commodity recovery before remaining inert residue is landfilled. Adoption of this technology is resisted by legacy waste transport and landfill management corporations due to entrenched lobbying efforts influencing state politicians and regulatory agencies (federal and state EPA). Commercial enterprises can drive systemic change by implementing internal circular economy principles and sustainable waste disposal protocols.

Tolerating substandard infrastructure leads to continued policy neglect; organized business interest groups must actively demand reform. Business owners are urged to utilize regional Chambers of Commerce and trade associations to formulate unified policy goals. Trade association lobbying representatives must be mandated to advocate for regional infrastructure priorities directly with state officials in Sacramento and federal officials in Washington, D.C.

The PIE podcast aims to showcase Inland Empire professional talent, foster local economic development, and highlight the Provisors networking community. Catch the full show on YouTube @ProfessionalsofInlandEmpire.