ENVIRONMENTAL ASSESSMENT 

Brightline West Cajon Pass High-Speed Rail Project 

October 2022 

Prepared for 

Federal Railroad Administration 

Prepared by 

Circlepoint 
Table of Contents 

EXECUTIVE SUMMARY .................................................................................................................xv 

1 Introduction ............................................................................................................................ 1 

1.1 Federal Role................................................................................................................... 1 

2 Project Description.................................................................................................................. 2 

2.1 Background.................................................................................................................... 2 

2.2 Project Area ................................................................................................................... 2 

2.3 Purpose of and Need for the Project ............................................................................. 3 

2.3.1 Purpose ................................................................................................................. 3 

2.3.2 Multi-Modal Use of the I-15 Corridor .................................................................... 3 

2.3.3 Need...................................................................................................................... 3 

2.3.4 Capacity Constraints.............................................................................................. 5 

2.3.5 Travel Demand ...................................................................................................... 5 

2.3.6 Ridership ............................................................................................................... 7 

2.3.7 Safety................................................................................................................... 10 

2.4 Alternatives ................................................................................................................. 10 

2.4.1 No Build Alternative ............................................................................................ 10 

2.4.2 Build Alternative.................................................................................................. 11 

2.4.3 Section 1 – High Desert ....................................................................................... 12 

2.4.4 Section 2 – Cajon Pass ......................................................................................... 13 

2.4.5 Section 3 – Greater Los Angeles .......................................................................... 14 

2.5 Train Technology and Operations................................................................................ 14 

2.5.1 Technology .......................................................................................................... 14 

2.5.2 Signaling Systems ................................................................................................ 15 

2.5.3 Operating Plan..................................................................................................... 15 

2.6 Construction ................................................................................................................ 15 

3 Permits and Approvals .......................................................................................................... 16 

4 Affected Environment and Environmental Consequences .................................................... 17 

4.1 Air Quality and Greenhouse Gas.................................................................................. 18 

4.1.1 Regulatory Setting ............................................................................................... 18 

4.1.2 Study Area ........................................................................................................... 18 

4.1.3 Methodology ....................................................................................................... 18 

4.1.4 Affected Environment ......................................................................................... 19 

4.1.5 Environmental Consequences ............................................................................. 26 

OCTOBER 2022 ii 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.1.6 Avoidance, Minimization, and Mitigation Measures ........................................... 36 

4.2 Noise and Vibration ..................................................................................................... 37 

4.2.1 Regulatory Setting ............................................................................................... 37 

4.2.2 Study Area ........................................................................................................... 38 

4.2.3 Methodology ....................................................................................................... 39 

4.2.4 Affected Environment ......................................................................................... 46 

4.2.5 Environmental Consequences ............................................................................. 46 

4.2.6 Avoidance, Minimization, and Mitigation Measures ........................................... 57 

4.3 Wetland and Stream Areas.......................................................................................... 58 

4.3.1 Regulatory Setting ............................................................................................... 58 

4.3.2 Study Area ........................................................................................................... 59 

4.3.3 Methodology ....................................................................................................... 59 

4.3.4 Affected Environment ......................................................................................... 59 

4.3.5 Environmental Consequences ............................................................................. 59 

4.3.6 Avoidance, Minimization, and Mitigation Measures ........................................... 61 

4.4 Floodplains .................................................................................................................. 63 

4.4.1 Regulatory Setting ............................................................................................... 64 

4.4.2 Study Area ........................................................................................................... 64 

4.4.3 Methodology ....................................................................................................... 65 

4.4.4 Affected Environment ......................................................................................... 65 

4.4.5 Environmental Consequences ............................................................................. 65 

4.4.6 Avoidance, Minimization, and Mitigation Measures ........................................... 67 

4.5 Biological Resources .................................................................................................... 67 

4.5.1 Regulatory Setting ............................................................................................... 68 

4.5.2 Study Area ........................................................................................................... 69 

4.5.3 Methodology ....................................................................................................... 69 

4.5.4 Affected Environment ......................................................................................... 70 

4.5.5 Environmental Consequences ............................................................................. 78 

4.5.6 Avoidance, Minimization, and Mitigation Measures ........................................... 90 

4.6 Energy Resources....................................................................................................... 103 

4.6.1 Regulatory Setting ............................................................................................. 103 

4.6.2 Study Area ......................................................................................................... 104 

4.6.3 Methodology ..................................................................................................... 104 

4.6.4 Affected Environment ....................................................................................... 104 

4.6.5 Environmental Consequences ........................................................................... 105 

4.6.6 Avoidance, Minimization, and Mitigation Measures ......................................... 106 

OCTOBER 2022 iii 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.7 Aesthetic and Design Quality..................................................................................... 106 

4.7.1 Regulatory Setting ............................................................................................. 107 

4.7.2 Study Area ......................................................................................................... 107 

4.7.3 Methodology ..................................................................................................... 107 

4.7.4 Affected Environment ....................................................................................... 108 

4.7.5 Environmental Consequences ........................................................................... 111 

4.7.6 Avoidance, Minimization, and Mitigation Measures ......................................... 116 

4.8 Land Use and Community Facilities ........................................................................... 117 

4.8.1 Regulatory Setting ............................................................................................. 117 

4.8.2 Study Area ......................................................................................................... 119 

4.8.3 Methodology ..................................................................................................... 119 

4.8.4 Affected Environment ....................................................................................... 119 

4.8.5 Environmental Consequences ........................................................................... 123 

4.8.6 Avoidance, Minimization, and Mitigation Measures ......................................... 125 

4.9 Socioeconomic Environment ..................................................................................... 125 

4.9.1 Regulatory Setting ............................................................................................. 125 

4.9.2 Study Area ......................................................................................................... 125 

4.9.3 Methodology ..................................................................................................... 127 

4.9.4 Affected Environment ....................................................................................... 127 

4.9.5 Environmental Consequences ........................................................................... 128 

4.9.6 Avoidance, Minimization, and Mitigation Measures ......................................... 130 

4.10 Hazardous Materials.................................................................................................. 130 

4.10.1 Regulatory Setting ............................................................................................. 131 

4.10.2 Study Area ......................................................................................................... 132 

4.10.3 Methodology ..................................................................................................... 132 

4.10.4 Affected Environment ....................................................................................... 133 

4.10.5 Environmental Consequences ........................................................................... 133 

4.10.6 Avoidance, Minimization, and Mitigation Measures ......................................... 137 

4.11 Cultural Resources ..................................................................................................... 138 

4.11.1 Regulatory Setting ............................................................................................. 138 

4.11.2 Study Area ......................................................................................................... 139 

4.11.3 Methodology ..................................................................................................... 140 

4.11.4 Affected Environment ....................................................................................... 142 

4.11.5 Environmental Consequences ........................................................................... 152 

4.11.6 Avoidance Minimization and Mitigation Measures ........................................... 158 

4.12 Transportation ........................................................................................................... 158 

OCTOBER 2022 iv 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.12.1 Regulatory Setting ............................................................................................. 159 

4.12.2 Study Area ......................................................................................................... 159 

4.12.3 Methodology ..................................................................................................... 160 

4.12.4 Affected Environment ....................................................................................... 160 

4.12.5 Environmental Consequences ........................................................................... 163 

4.12.6 Avoidance, Minimization, and Mitigation Measures ......................................... 173 

4.13 Water Quality ............................................................................................................ 176 

4.13.1 Regulatory Setting ............................................................................................. 177 

4.13.2 Study Area ......................................................................................................... 177 

4.13.3 Methodology ..................................................................................................... 177 

4.13.4 Affected Environment ....................................................................................... 178 

4.13.5 Environmental Consequences ........................................................................... 178 

4.13.6 Avoidance, Minimization, and Mitigation Measures ......................................... 181 

4.14 Safety......................................................................................................................... 182 

4.14.1 Regulatory Setting ............................................................................................. 182 

4.14.2 Study Area ......................................................................................................... 183 

4.14.3 Methodology ..................................................................................................... 183 

4.14.4 Affected Environment ....................................................................................... 184 

4.14.5 Environmental Consequences ........................................................................... 189 

4.14.6 Avoidance, Minimization, and Mitigation Measures ......................................... 192 

4.15 Geology, Soils, Seismicity, and Paleontological Resources ........................................ 192 

4.15.1 Regulatory Setting ............................................................................................. 192 

4.15.2 Study Area ......................................................................................................... 194 

4.15.3 Methodology ..................................................................................................... 194 

4.15.4 Affected Environment ....................................................................................... 195 

4.15.5 Environmental Consequences ........................................................................... 197 

4.15.6 Avoidance, Minimization, and Mitigation Measures ......................................... 198 

4.16 Environmental Justice................................................................................................ 200 

4.16.1 Regulatory Setting ............................................................................................. 200 

4.16.2 Study Area ......................................................................................................... 201 

4.16.3 Methodology ..................................................................................................... 201 

4.16.4 Affected Environment ....................................................................................... 203 

4.16.5 Environmental Consequences ........................................................................... 203 

4.16.6 Avoidance, Minimization, and Mitigation Measures ......................................... 207 

5 Public and Agency Coordination ......................................................................................... 207 

5.1 Public Coordination ................................................................................................... 207 

OCTOBER 2022 v 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

5.2 Agency Coordination ................................................................................................. 208 

6 References .......................................................................................................................... 210 

6.1 Air Quality and Greenhouse Gas................................................................................ 210 

6.2 Noise and Vibration ................................................................................................... 210 

6.3 Wetland and Stream Areas........................................................................................ 211 

6.4 Floodplains ................................................................................................................ 211 

6.5 Critical Habitat and Threated and Endangered Species ............................................. 212 

6.6 Energy Resources....................................................................................................... 212 

6.7 Aesthetic and Design Quality..................................................................................... 213 

6.8 Land Use and Community Facilities ........................................................................... 214 

6.9 Socioeconomic Environment ..................................................................................... 214 

6.10 Hazardous Materials.................................................................................................. 215 

6.11 Cultural Resources ..................................................................................................... 216 

6.12 Transportation ........................................................................................................... 216 

6.13 Water Quality ............................................................................................................ 217 

6.14 Safety......................................................................................................................... 217 

6.15 Geology and Soils....................................................................................................... 217 

6.16 Environmental Justice................................................................................................ 218 

OCTOBER 2022 vi 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Figures 

Figure 1. Project Area and Vicinity ................................................................................................4 

Figure 2. Noise Measurement Site Locations ..............................................................................41 

Figure 3. Vibration Measurement Site Locations ........................................................................42 

Figure 4. Noise Impact Criteria for High-Speed Rail Projects.......................................................44 

Figure 5. Noise Impact Locations (1 of 3) ....................................................................................52 

Figure 6. Noise Impact Locations (2 of 3) ....................................................................................53 

Figure 7. Noise Impact Locations (3 of 3) ....................................................................................54 

Figure 8. Critical Habitat and Conservation Lands in the Affected Environment.........................75 

Figure 9. Wildlife Corridors in the Project Area, as Mapped by San Bernardino County.............77 

Figure 10. Locations of Key Observation Points ........................................................................110 

Figure 11. Key Observation Point 6, Cajon Pass/San Bernardino National Forest .....................114 

Figure 12. Proposed Hesperia Station Land Use Map ...............................................................121 

Figure 13. Proposed Rancho Cucamonga Land Use Map ..........................................................122 

Figure 14. Socioeconomic Study Area .......................................................................................126 

Figure 15. Potential Hazardous Material Locations Map...........................................................135 

Figure 16. Area of Potential Effects and Vicinity Map ...............................................................141 

Figure 17. Fire Hazard Severity Zone Locations.........................................................................185 

Figure 18. Fire Hazard Severity Zone Locations – San Bernardino National Forest ...................186 

Figure 19. Federal Wildfire Hazard Potential ............................................................................187 

Figure 20. Federal Wildfire Hazard Potential – San Bernardino National Forest.......................188 

Figure 21. Overview of Regional Quaternary Faults..................................................................196 

Figure 22. Environmental Justice Study Area ............................................................................205 

Tables 

Table 1. Ridership Forecast: Victor Valley to Rancho Cucamonga: Years 1 – 10 (millions)............8 

Table 2. Ridership Forecast: Victor Valley to Rancho Cucamonga: Years 11 - 20 (millions) ..........9 

Table 3. Federal Permits and Approvals......................................................................................16 

Table 4. Caltrans Requirements ..................................................................................................17 

Table 5. National and State (California) Ambient Air Quality Standards .....................................20 

Table 6. SCAB and MDAB De Minimis Levels and NAAQS Attainment Status..............................22 

Table 7. Local Ambient Air Quality Data Near the Rancho Cucamonga and Hesperia Stations ...23 

Table 8. Greenhouse Gas Emissions Factors for Passenger Cars .................................................25 

Table 9. Existing Mobile On-Road Emissions for San Bernardino County....................................26 

OCTOBER 2022 vii 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 10. Criteria Air Pollutant Emissions for Project Construction in the South Coast Air Basin27 

Table 11. Criteria Air Pollutant Emissions for Project Construction in the Mojave Desert Air Basin 

....................................................................................................................................................27 

Table 12. Greenhouse Gas Emissions for Project Construction...................................................28 

Table 13. Carbon Monoxide Concentrations for 2025 Opening Year ..........................................30 

Table 14. Carbon Monoxide Concentrations for 2045 Horizon Year ...........................................31 

Table 15. Operational Greenhouse Gas Emissions in South Coast Air Basin ...............................34 

Table 16. Operational Greenhouse Gas Emissions in Mojave Desert Air Basin ...........................34 

Table 17. Operational Noise Screening Distances .......................................................................38 

Table 18. Operational Vibration Screening Distances .................................................................39 

Table 19. Summary of Existing Noise Measurement Results.......................................................39 

Table 20. FRA Construction Noise Assessment Criteria (Maximum Noise Thresholds) ...............43 

Table 21. Land Use Categories and Metrics for Noise Impact Criteria ........................................43 

Table 22. Ground-Borne Vibration and Noise Impact Criteria.....................................................45 

Table 23. Typical Construction Scenario......................................................................................47 

Table 24. Summary of Potential Construction Vibration Impacts ...............................................48 

Table 25. Summary of Residential Noise Impacts from HSR Operations .....................................49 

Table 26. Summary of Institutional Noise Impacts from HSR Operations ...................................51 

Table 27. Summary of Residential Vibration Impacts..................................................................55 

Table 28. Summary of Institutional Vibration Impacts ................................................................56 

Table 29. Estimated Temporary Ground Disturbance Below OWHM..........................................60 

Table 30. Area of Wildlife Habitat ...............................................................................................71 

Table 31. ESA-Listed Plant Species Potentially Present ...............................................................71 

Table 32. ESA-Listed Wildlife Species Potentially Present ...........................................................72 

Table 33. USFWS-Designated Critical Habitat Present ................................................................72 

Table 34. Summary of Conservation Areas Within 1 Mile of the Study Area ..............................73 

....................................................................................................................................................

Table 35. Wildlife Habitat Types Present in Conservation Areas Within 1 Mile of the Study Area 

74 

Table 36. Temporary Impacts on Wildlife Habitat Types all Sections..........................................79 

Table 37. ESA-Listed Plant Species Which May be Impacted by Project Construction ................80 

Table 38. ESA-Listed Wildlife Species Which May be Affected by Project Construction .............81 

Table 39. Permanent Impacts to Habitat Types ..........................................................................85 

Table 40. ESA-Listed Plant Species Likely to be Affected by Project Operation...........................86 

Table 41. ESA-Listed Wildlife Species Which May be Impacted by Project Operation ................86 

Table 42. Avian Avoidance Exclusion Areas and Closure Dates ...................................................91 

OCTOBER 2022 viii 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 43. ESA-Listed Bird Species’ Nesting Dates (information provided for reference).............91 

Table 44. Summary of Visual Quality Changes at KOPs .............................................................112 

Table 45. Demographics and Economic Data (2019).................................................................128 

Table 46. APE Delineation Values..............................................................................................139 

Table 47. Previously Identified NRHP-Eligible Historic Properties Within the APE ....................143 

Table 48. Identified NRHP-Eligible Archaeological Resources within the APE...........................145 

Table 49. Potential Effects to Built Environment Historic Properties Within the APE ...............155 

Table 50. Hesperia Station No Build Intersection Level of Service ............................................163 

Table 51. Rancho Cucamonga Station No Build Intersection Level of Service...........................164 

Table 52. Hesperia Station Intersection Level of Service...........................................................168 

Table 53. Rancho Cucamonga Station Intersection Level of Service .........................................169 

Attachments 

Attachment A: Operating Assumptions Memo 

Attachment B: Air Quality and Greenhouse Gas Technical Report 

Attachment C: Noise and Vibration Technical Report 

Attachment D: Wetlands and Streams Technical Report 

Attachment E: Floodplains Technical Report 

Attachment F: Critical Habitats and Threatened and Endangered Species Technical Report 

Attachment G: Visual Quality Technical Report 

Attachment H: Hazardous Materials Technical Report 

Attachment I: Transportation Technical Report 

Attachment J: Water Quality Technical Report 

Attachment K: Preliminary Geotechnical Report 

Attachment L: Paleontological Resources Inventory Memo 

Attachment M: Environmental Justice Technical Memorandum 

Attachment N: Section 4(f) and 6(f) Evaluations 

OCTOBER 2022 ix 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Abbreviations and Acronyms 

AAM Annual Arithmetic Mean 

ACS American Community Survey 

APE Area of Potential Effects 

ARRIVE Advanced Regional Rail Integrated Vision – East 

BGEPA Bald and Golden Eagle Protection Act 

BLM Bureau of Land Management 

BMPs Best Management Practices 

BTU British Thermal Unit 

CAAQS California Ambient Air Quality Standards 

Caltrans California Department of Transportation 

CalEEMod California Emissions Estimator Model 

CHP California Highway Patrol 

CDFW California Department of Fish and Wildlife 

CNDDB California Natural Diversity Database 

CWHR California Wildlife Habitat Relationship 

CO Carbon Monoxide 

CWA Clean Water Act 

CFR Code of Federal Regulations 

CMP Congestion Management Program 

CGP Construction General Permit 

CEQ Council on Environmental Quality 

CAP criteria air pollutants 

dBA decibels 

EB eastbound 

EMFAC Emission FACtor model 

EA Environmental Assessment 

EO executive order 

EPA Energy Policy Act 

or 

Environmental Protection Agency 

ESA Endangered Species Act 

FHWA Federal Highway Administration 

FRA Federal Railroad Administration 

OCTOBER 2022 x 
FEMA Federal Emergency Management Agency 

or 

Flood Emergency Management Administration 

FIRMs Flood Insurance Rate Maps 

GGE gasoline gallons equivalent 

GIS geographic information systems 

GWh gigawatt-hours 

GHG greenhouse gas 

HMMP Hazardous Materials and Management Plan 

HSR high-speed rail 

HEC-RAS Hydraulic Engineering System River Analysis System 

IPaC Information for Planning and Consultation 

I interstate 

KOPs key observation points 

kWh kilowatt hour 

Lb pound 

Leq equivalent continuous sound level 

LDA light-duty automotive 

Ldn Day/Night Average Sound Level 

LDIGR Local Development Intergovernmental Review 

LDT light-duty truck 

LOD limits of disturbance 

LOS Level of Service 

LT long-term 

LUST leaking underground storage tanks 

m 3 cubic meter 

MDV medium-duty truck 

mi mile 

MOU memorandum of understanding 

MBTA Migratory Bird Treaty Act 

mph miles per hour 

MDAB Mojave Desert Air Basin 

MT metric tons 

MWh megawatt hour 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

OCTOBER 2022 xi 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

MDAQMD Mojave Desert Air Quality Management District 

NAAQS National Ambient Air Quality Standards 

NEPA National Environmental Policy Act 

NFIP National Flood Insurance Program 

NHPA National Historic Preservation Act 

NPDES National Pollutant Discharge Elimination System 

NB northbound 

No. number 

NOx oxides of nitrogen 

NRHP National Register of Historic Places 

O3 ozone 

OHWM ordinary high-water mark 

PPB parts per billion 

PPDG Project Planning Design Guide 

PPM parts per million 

ROG reactive organic compounds 

RPS Renewable Portfolio Standards 

SANBAG San Bernardino Associated Governments 

SBCTA San Bernardino County Transportation Authority 

SB senate bill 

or 

southbound 

ST short term 

STB Surface Transportation Board 

SCAB South Coast Air Basin 

SCAQMD South Coast Air Quality Management District 

SCAG Southern California Association of Governments 

SCE Southern California Edison 

SCORE Southern California Optimized Rail Expansion Program 

SCRRA Southern California Regional Rail Authority 

SPCC Spill Prevention, Control, and Countermeasure 

SO2 sulfur dioxide 

SWPPP Stormwater Pollution Prevention Plan 

SR State Route 

OCTOBER 2022 xii 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SWRCB State Water Resources Control Board 

TESC Temporary Erosion and Sediment Control Plan 

TAC toxic air contaminants 

TDS total dissolved solids 

tpy tons per year 

USACE United States Army Corps of Engineers 

U.S.C. United States Code 

USDOT United States Department of Transportation 

USEPA United States Environmental Protection Agency 

USFWS United States Fish and Wildlife Service 

USFS United States Forest Service 

USGS United States Geological Survey 

U.S. United States 

US-395 US Highway 395 

VMT vehicle miles traveled 

VdB vibration decibels 

VVTA Victor Valley Transit Authority 

VOC volatile organic compounds 

WB westbound 

WOTUS Waters of the United States 

OCTOBER 2022 xiii 
Cajon Pass High-Speed Rail Project

Environmental Assessment

Prepared by:

Federal Railroad Administration (FRA)

Pursuant to:

National Environmental Policy Act (42 U.S.C. Section 4321 et seq.), and implementing

regulations (40 CFR Parts 1500-1508), 23 CFR Part 771; 23 U.S.C. Section 139; Section 4(f) of the

United States Department of Transportation Act (49 U.S.C. Section 303) and implementing

regulations (23 CFR Part 774); National Historic Preservation Act (54 U.S.C. Section 306101 et

seq.) and implementing regulations (36 CFR Part 800); Clean Air Act as amended (42 U.S.C.

Section 7401 et seq.) and implementing regulations (40 CFR Parts 51 and 93); the Endangered

Species Act of 1973 (16 U.S.C. Section 1531-1544) and implementing regulations (50 CFR Part

402); the Clean Water Act (33 U.S.C. Section 1251-1387) and implementing regulations (33 CFR

Parts 320 to 324 and 40 CFR Part 230); and the Uniform Relocation Assistance and Real

Property Acquisition Policies Act of 1970, as amended (42 U.S.C. Section 4601).

Approved:

October 2022 xiv

DATE Marlys Osterhues

Acting Director, Office of Environmental

Program Management

Federal Railroad Administration

The following person may be contacted for information on the Environmental Assessment:

Matthew Mielke

Project Manager

Office of Regional Outreach & Project Delivery

Federal Railroad Administration

1200 New Jersey Avenue, SE Washington, DC 20590

matthew.mielke@dot.gov
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

EXECUTIVE SUMMARY 

The United States Department of Transportation’s (USDOT) Federal Railroad Administration 

(FRA) prepared this Environmental Assessment (EA) in accordance with the National 

Environmental Policy Act (NEPA) to evaluate the potential environmental impacts for the 

Brightline West Cajon Pass High Speed Rail Project (Project), a 49-mile train system capable of 

reaching a top speed of approximately 140 miles per hour (mph) between Victor Valley and 

Rancho Cucamonga, California. The Project includes two new railway stations—one in Hesperia, 

and one in Rancho Cucamonga. The connecting station in Victor Valley was approved as part of 

a separate project that was evaluated in the DesertXpress Final Environmental Impact 

Statement (Final EIS; FRA 2011). 

DesertXpress Enterprises, LLC (dba “Brightline West”), the Project Sponsor, proposes to 

construct and operate the Project under a lease agreement with the California Department of 

Transportation (Caltrans) for the use of the Interstate 15 (I-15) right-of-way and the station at 

Hesperia. Brightline West will secure additional agreements for Right-of-Way Use; Design & 

Construction Oversight and Reimbursement; and Operations & Maintenance, as necessary. For 

the last mile of the Project from I-15 to the Rancho Cucamonga Station, Brightline West will 

enter into agreements with the City of Rancho Cucamonga and the San Bernardino County 

Transportation Authority (SBCTA) for land rights, construction, operations, and maintenance, as 

necessary. 

This EA evaluates and assesses the environmental impacts of the proposed Project. This EA 

examines a Build Alternative and a No Build Alternative. FRA is identifying the Build Alternative 

as the Preferred Alternative. 

This EA is prepared pursuant to: NEPA (42 United States Code [U.S.C.] Section 4321 et seq.), and 

the Council on Environmental Quality’s implementing regulations (40 Code of Federal 

Regulations [CFR] Parts 1500-1508), FRA’s Environmental Procedures 23 CFR Parts 771; Section 

4(f) of the USDOT Act (49 U.S.C. Section 303) and implementing regulations at 23 CFR Part 774; 

National Historic Preservation Act (54 U.S.C. Section 306101 et seq.) and implementing 

regulations (36 CFR Part 800); Clean Air Act as amended (42 U.S.C. Section 7401 et seq.) and 

implementing regulations (40 CFR Parts 51 and 93); the Endangered Species Act of 1973 (16 

U.S.C. Section 1531- 1544) and implementing regulations (50 CFR Part 402); the Clean Water 

Act (33 U.S.C. Section 1251-1387) and implementing regulations (33 CFR Parts 320 to 324 and 

40 CFR Part 230); Executive Order (EO) 11988 “Floodplain Management”; and EO 12898 

“Federal Actions to Address Environmental Justice in Minority Populations and Low-Income 

Populations.” 

As disclosed in this EA, FRA did not identify any impacts associated with the Project, pursuant to 

the regulations listed above, for the following topics: 

▪ Air Quality and Greenhouse Gas 

▪ Floodplains 

▪ Energy Resources 

OCTOBER 2022 xv 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Land Use and Community Facilities 

▪ Socioeconomic Environment 

▪ Hazardous Materials 

▪ Cultural Resources 

▪ Water Quality 

▪ Safety 

▪ Geology and Soils 

FRA identified avoidance, minimization, and mitigation measures to reduce impacts for the 

following resource topics: 

▪ Noise and Vibration –Construction noise impacts will be limited because most construction 

will take place in the median of the I-15 corridor, distant from most sensitive receptors. 

Construction noise will exceed the residential thresholds (both daytime and nighttime) at 

three locations at the northern end of the alignment: two hotels located near Stoddard 

Wells Road and one single-family residence on Pepper Tree Drive. The exceedance of the 

residential construction noise thresholds at these locations will require mitigation. Section 

4.2.6 includes a discussion of noise and vibration mitigation measures to avoid, minimize, 

and/or mitigate noise and vibration impacts. Implementation of avoidance, minimization, 

and mitigation measures described in Section 4.2.6 will reduce noise and vibration impacts. 

▪ Wetlands and Stream Areas – Temporary impacts from Project construction on aquatic 

resources are anticipated because the Project will cross the Mojave River wetland, the 

Mojave River, and other drainage features. During Project operation, railway crossings over 

Debris Cone Creek, Cajon Wash/Creek, and Lytle Creek will require new structures in the 

channels. All crossings will result in less than 0.1 acre of permanent fill. The Project will have 

no permanent impacts on the Mojave River itself, but a small portion (less than 0.01 acre) of 

the Mojave River wetland will be permanently impacted. Brightline West will coordinate 

with the United States Army Corps of Engineers to obtain a jurisdictional determination for 

aquatic resources. If applicable, Brightline West will obtain any required permits and 

implement any permit conditions (Section 4.3.6). Implementation of avoidance, 

minimization, and mitigation measures described in Section 4.3.6 will reduce impacts to 

wetlands and stream areas. 

▪ Biological Resources – Construction activities will result in temporary and permanent 

impacts to the following Federally listed threatened or endangered species: arroyo toad, 

least Bell’s vireo, southwestern willow flycatcher, and San Bernardino Merriam’s kangaroo

rat. The effects on the species will be limited to areas where suitable habitat is assumed to 

exist at the Mojave River, Cajon Canyon, Lytle Creek, and Cajon Wash. Project operation will 

likely impact the following Federally listed threatened or endangered species: arroyo toad, 

least Bell’s vireo, southwestern willow flycatcher, San Bernardino Merriam’s kangaroo rat, 

western yellow-billed cuckoo, and Coastal California gnatcatcher. Operation of the Project 

could result in mortality through collisions, and will be of concern for migratory birds. Refer 

to Section 4.5.6 for discussion of avoidance, minimization, and mitigation measures that will 

OCTOBER 2022 xvi 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

be implemented by the Project Sponsor to avoid impacts on threatened and endangered 

species and their critical habitats. These avoidance and minimization measures may be 

refined through formal consultation with the United States Fish and Wildlife Service and will 

be documented in a Biological Opinion. 

▪ Aesthetic and Design Quality – The Project would result in a temporary and permanent 

impact on visual quality at key observation point 6, which contains views of the surrounding 

San Gabriel and San Bernardino Mountains, and the Southern California Edison Boulder 

Dam–San Bernardino transmission lines (depicted in Figure 11). The Project would construct 

a raised access road on the east side of I-15, an elevated railway with retaining walls in the 

I-15 median, and new overpass structures to support California Highway Patrol and 

emergency vehicle access between the northbound and southbound lanes of I-15. As a 

result, the Project would affect and partially block views of the mountains and rolling 

terrain. Refer to Section 4.7.6 for discussion of avoidance, minimization, and mitigation 

measures that will be implemented to minimize impacts to visual quality. Implementation 

of avoidance, minimization, and mitigation measures described in Section 4.7.6 will reduce 

aesthetic and design quality impacts. 

▪ Transportation – The Rancho Cucamonga station will result in traffic to three intersections 

that are projected to operate at unacceptable level of service during the 2045 No Build 

conditions, and will also degrade the level of service at the Milliken Avenue/7th Street 

Intersection compared to the 2045 No Build scenario. Operation of the Project is 

anticipated to increase demand for local transit at the Hesperia station, such that the hourly 

volume of passengers desiring to depart the station via bus will likely exceed the available 

bus capacity during any single hour. Additionally, based on ridership estimates, parking at 

the Hesperia and Rancho Cucamonga stations will have adequate parking available in the 

2025 Opening Year but will exceed the amount of planned spaces at the station in the 2045 

Horizon Year. Refer to Section 4.12.6 for a description of avoidance and mitigation 

measures that will minimize traffic impacts on local intersections and parking during Project 

operation. Implementation of avoidance, minimization, and mitigation measures described 

in Section 4.12.6 will reduce transportation impacts. 

Based on the analysis in this EA, FRA has determined that the Project will not result in a 

significant impact on the environment. Furthermore, FRA has determined the Project would not 

result in disproportionately high and adverse effects on low-income and/or minority 

environmental justice (EJ) populations, pursuant to EO 12898. EJ-specific outreach to affected 

communities will be conducted to inform local community members of the Project and its 

status, to provide opportunities for EJ communities, including Tribes, to take part in the 

planning process for the Project, and so that FRA can understand the potential impacts of the 

Project. 

OCTOBER 2022 xvii 
BRIGHT LINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

1 Introduction 

Brightline West, the Project Sponsor, proposes to construct and operate the Brightline West 

Cajon Pass High-Speed Rail Project (Project), a 49-mile train system capable of reaching a top 

speed approximately 140 miles per hour (mph) between Victor Valley and Rancho Cucamonga, 

California. The Project includes two new railway stations—one in Hesperia, and one in Rancho 

Cucamonga. The connecting station in Victor Valley was approved as part of a separate project 

that was evaluated in the DesertXpress Final Environmental Impact Statement (Final EIS; FRA 

2011). 

Brightline West proposes to construct and operate the Project within the I-15 right-of-way for 

48 miles and on existing transportation corridors for the last mile into the proposed Rancho 

Cucamonga station. The Project will be powered by overhead electric catenary and require 

construction of one new traction power substation in the Hesperia area. The maintenance 

facility that was approved with the Brightline West Victor Valley High-Speed Rail (HSR) 

Passenger Project will provide the primary maintenance functions (Final EIS; FRA 2011).1 

Additional layover tracks are anticipated at the Rancho Cucamonga station, which could include 

light maintenance capability, such as interior cleaning and daily inspection. 

Trains are expected to operate daily on 45-minute headways between Victor Valley and Rancho 

Cucamonga. The trip between Victor Valley and Rancho Cucamonga will be approximately 35 

minutes. Service will be coordinated with existing and planned Metrolink service at the Rancho 

Cucamonga station to provide a convenient connection between the HSR and commuter rail 

systems. 

Brightline West will construct and operate the Project under a lease agreement with the 

California Department of Transportation (Caltrans) for the use of the I-15 right-of-way and the 

station at Hesperia. Brightline West will secure additional agreements for Right-of-Way Use; 

Design & Construction Oversight and Reimbursement; and Operations & Maintenance, as 

necessary, including agreements with the City of Rancho Cucamonga and the San Bernardino 

County Transportation Authority (SBCTA) for land rights, construction, operations, and 

maintenance for the last mile of the Project from I-15 to Rancho Cucamonga station. 

1.1 Federal Role 

FRA, in coordination with the Federal Highway Administration (FHWA), Surface Transportation 

Board (STB), and the United States Army Corps of Engineers (USACE) prepared this 

Environmental Assessment (EA) in accordance with the National Environmental Policy Act 

(NEPA) (42 U.S.C. 4321 et seq.), the Council on Environmental Quality’s (CEQ) implementing 

regulations (40 CFR Parts 1500-1508), FRA’s Environmental Procedures (23 CFR Parts 771), and 

related environmental laws. FRA is the lead Federal agency for the environmental review of the 

Project. FRA has also prepared an evaluation consistent with Section 4(f) of the Department of 

1 Evaluation and approval of the maintenance facility was conducted as part of the environmental review process for the already approved 

Brightline West Las Vegas to Victor Valley High-Speed Rail Passenger Project; therefore, the maintenance facility is not discussed further in this 

EA. 

OCTOBER 2022 1 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Transportation Act (49 U.S.C. 303, and 23 U.S.C. 138), and has initiated consultation under 

Section 106 of the National Historic Preservation Act (NHPA) (54 U.S.C. 306108). 

As the Project will connect to the interstate rail network, it requires approval by STB and is 

subject to the Board’s exclusive jurisdiction pursuant to 49 U.S.C. 10501(b). Therefore, a review 

under the California Environmental Quality Act (CEQA) was not prepared concurrently with this 

EA. 

2 Project Description 

2.1 Background 

Early project coordination for HSR service from Victor Valley to Rancho Cucamonga began in 

2020, when Brightline West met with the SBCTA to examine a connection between Victor Valley 

and Rancho Cucamonga. This meeting resulted in a memorandum of understanding (MOU) that 

was fully executed in July 2020 between Brightline West and SBCTA to study the potential of 

construction and operation of HSR within the I-15 right-of-way between Victor Valley and 

Rancho Cucamonga and the feasibility of constructing within Caltrans right-of-way. A separate 

MOU was executed in September 2020 between Brightline West and the Southern California 

Regional Rail Authority (SCRRA), which operates Metrolink, to also study the potential of 

building a connection to the existing Metrolink station in Rancho Cucamonga. Additionally, the 

California State Transportation Agency, Caltrans, the California High-Speed Rail Authority, and 

Brightline West have executed an MOU regarding the Project.2 

2.2 Project Area 

The proposed rail alignment is located within the median of the I-15 highway between Victor 

Valley and Rancho Cucamonga, except for the last mile approaching the proposed Rancho 

Cucamonga station. The last mile of the Project, from I-15 to the Rancho Cucamonga station, 

will be constructed following agreements with the City of Rancho Cucamonga and the SBCTA 

for land rights, construction, operations, and maintenance. The project area is depicted in 

Figure 1. 

2 The Project will connect to the Brightline West Las Vegas to Victor Valley High-Speed Train Project, formerly referred to as DesertXpress or 

XpressWest. In preparing this EA, FRA determined the Project between Rancho Cucamonga and Victor Valley retains independent utility from 

the Las Vegas Project and connects logical termini. For the Las Vegas to Victor Valley Project, FRA, in cooperation with the BLM, STB, FHWA, and 

the National Park Service (NPS), prepared a Draft Environmental Impact Statement (DEIS) in March 2009, a Supplemental DEIS in August 2010, a 

Final Environmental Impact Statement (FEIS) in March 2011, and a Record of Decision (ROD) in July 2011. FRA most recently completed a 

reevaluation of the FEIS and ROD in September 2020. The station in Victor Valley and the associated maintenance facility were evaluated as 

part of the Las Vegas Project and are not individually discussed in this EA. Where applicable, the 2011 FEIS, ROD and 2020 reevaluation are 

incorporated by reference. 

OCTOBER 2022 2 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

2.3 Purpose of and Need for the Project 

2.3.1 Purpose 

The purpose of the Project is to provide reliable and safe passenger rail transportation between 

the Los Angeles metropolitan region and the High Desert of San Bernardino County. The Project 

will provide a convenient, efficient, and environmentally sustainable alternative to automobile 

travel on the highly congested I-15 freeway. The Project will add capacity to the overall 

transportation system by introducing a new HSR service from Victor Valley to Rancho 

Cucamonga. The Project will reduce travel time, improve reliability, and increase the mobility 

options for travel between metropolitan regions. Travel time from Victor Valley to Rancho 

Cucamonga for HSR passengers will be approximately 30 percent faster than an automobile 

during normal conditions and at least twice as fast during periods of peak congestion. As 

discussed in Section 4.1.5, Air Quality Environmental Consequences, the Project will reduce 

vehicle miles traveled (VMT), resulting in a corresponding reduction in greenhouse gas (GHG) 

emissions and criteria pollutant emissions. 

2.3.2 Multi-Modal Use of the I-15 Corridor 

Operation of the Project will significantly increase the capacity of the I-15 corridor as a multimodal corridor in Southern California. This increase in capacity will benefit freeway operations 

by providing an alternative to automobile travel that will reduce travel time. The shift of people 

from automobile to train travel along the I-15 corridor will also reduce the need for 

programmed and/or planned freeway improvement and widening projects. 

2.3.3 Need 

The Project is needed to address transportation capacity, congestion, limited travel mode 

choices, safety, and reduce GHG emissions. 

Travel demand analysis, described below in Section 2.3.2.3, forecasts 49.1 million one-way trips 

between Southern California and Las Vegas in 2025, with approximately 85 percent of travelers 

making the trip by automobile. Most of these trips use the capacity constrained Cajon Pass 

segment of I-15. Further, the freeway system leading into I-15 from points west, east, and 

south, including Interstate (I-) 10, State Route (SR-) 210, I-215 and SR-60 have similar delays and 

capacity constraints. To address capacity constraints, the Project will provide a transportation 

alternative to vehicle travel and allow access to the Brightline West service from the Greater 

Los Angeles Metropolitan area, the Riverside-San Bernardino-Ontario Metropolitan area, and 

beyond as a result of a connection to the Metrolink system in Rancho Cucamonga. 

The Project will also support Federal and State policies focused on addressing climate change 

by reducing VMT and associated GHG emissions. 

OCTOBER 2022 3 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 1. Project Area and Vicinity 

OCTOBER 2022 4 
2.3.4 Capacity Constraints 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The portion of I-15 traversing the Cajon Pass is one of the most congested segments of I-15, 

with no alternative, comparably direct routes because of the mountainous topography. The 

Cajon Pass segment of I-15 supports daily commuters, recreational travel, and regional and 

interstate freight. According to the traffic study prepared for the I-15 Corridor Project Initial 

Study/Environmental Assessment (Caltrans and SBCTA, 2018), unreliability in travel time along 

segments of I-15 and surrounding roadways is due to roadway capacity constraints, frequent 

accidents, and various factors that cause unanticipated congestion. Travelers using the Project 

will no longer need to drive through the most congested parts of the corridor on Cajon Pass for 

interstate or commuter trips, thereby avoiding idling and inefficient stop-and-go traffic 

conditions. 

By 2045, travel speeds are expected to decrease on all but one segment of I-15 between the 

San Bernardino Valley and the Apple Valley in the AM (morning) peak period, and travel speeds 

on most segments will also decrease—some by more than 10 mph—in the PM (afternoon) peak 

period (SCAG 2020). Based on the Project Report for the I-15 Corridor Study (addition of 

express lanes), traffic volumes on I-15 between I-10 and SR-210 are expected to increase 

between 31 to 38 percent from 2014 to 2045. The report states the existing level of service 

(LOS) is acceptable in most locations, but there are bottlenecks in each direction of travel that 

degrade traffic operation, especially between Baseline Road and SR-210. Since the express lane 

project is increasing capacity by adding express lanes, the traffic volumes are projected to 

increase by an additional 27 percent. The report further mentions that although the express 

lane project will improve conditions in the general purpose lanes in many segments, it will 

cause the segment between I-10 and Fourth Street to worsen in the PM peak hour (both 

directions).3 In the AM peak hour, the segment between Arrow Route and Fourth Street will 

worsen in the southbound direction. The segment between Baseline Road and SR-210 will 

continue to operate at over capacity conditions in all scenarios. 

SCAG’s Connect SoCal Goods Movement Technical Report identifies I-15 as part of the USDOT 

Primary Highway Freight Network and among the network segments that carry the highest 

volumes of truck traffic in the region. It also identifies the entirety of Cajon Pass as a truck 

bottleneck, with over 15,000 annual vehicle hours of delay. The transportation capacity 

constraints on I-15 limit reasonable highway access between Rancho Cucamonga, Hesperia, and 

Victor Valley. 

2.3.5 Travel Demand 

The anticipated substantial increases in population, housing, and employment in San 

Bernardino County will result in a greater demand for transportation facilities and services. This 

demand will result in congestion on roadways if capacity does not outpace the demand. The 

proposed Hesperia station will provide convenient connections between High Desert 

communities, the San Bernardino Valley, and Los Angeles. The High Desert provides lower cost 

3 The term “general purpose lane” refers to highway lanes that do not have a restricted use such as express lanes or carpool lanes. 

OCTOBER 2022 5 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

housing options for Southern California residents, while the Rancho Cucamonga/Ontario area 

around Ontario International Airport has become an employment center. 

SCAG forecasts, in its 2020-2045 Regional Transportation Plan/Sustainable Communities 

Strategy (RTP/SCS), that by 2045 the population of San Bernardino County will increase by 

29 percent from the U.S. Census Bureau’s 2018 population estimate of 2,180,085 and that the 

number of households will increase by 39 percent from the 2018 household estimate of 

630,633 (U.S. Census Bureau 2020). Additionally, the 2020-2045 RTP/SCS forecasts employment 

in San Bernardino County will increase by 72 percent from the U.S. Census Bureau’s estimate of 

617,828 jobs in 2018. 

While the proposed Victor Valley station site will be located at the convergence of all the 

highways en route to Las Vegas for Southern California travelers, the Rancho Cucamonga 

station will be closer to major population centers in Southern California. Compared to the 

Victor Valley station, the proposed HSR station in Rancho Cucamonga, located about 45 miles 

east of Downtown Los Angeles, will provide both drivers and Metrolink riders more direct 

access to Southern California’s densely populated centers; 87 percent of the total 49.1 million 

potential market for trips between Las Vegas and Southern California (equivalent to 

42.7 million of the one-way, in-scope trips in 2025) live within 75 miles of the location of the 

proposed Rancho Cucamonga station. 

The proposed station in Rancho Cucamonga, with a Metrolink connection to Los Angeles, will 

further meet the forecasted demand of the 49.1 million one-way trips between Las Vegas and 

Southern California estimated in 2025. Similarly, the proposed Hesperia station will serve 

commuters to Greater Los Angeles from the major corridors in Victor Valley because of its 

location at the convergence of US Highway 395 (US-395) and I-15. 

The Project will also support SCAG’s Connect SoCal Passenger Rail Technical Report, which 

identifies closing connectivity gaps as a major strategy to increase mobility and improve 

sustainability. The Project will facilitate transit connections and will allow residents of the 

Greater Los Angeles and Riverside-San Bernardino-Ontario Metropolitan areas to travel 

exclusively by mass transit and passenger rail to and from the High Desert of San Bernardino 

and connect to the Brightline West station at Victor Valley for a connection to Las Vegas. From 

the Rancho Cucamonga station, Southern California residents can take the Metrolink San 

Bernardino line to Los Angeles Union Station and connect to the Los Angeles Metro rail, 

regional bus systems, Amtrak, or Metrolink to Los Angeles Union Station to connect via the 

Metrolink San Bernardino Line. Residents could also take the planned West Valley Connector 

Bus Rapid Transit service that will operate between the Pomona station on the Metrolink 

Riverside Line in eastern Los Angeles County and the Rancho Cucamonga station. While still in 

early planning and design stages, the planned Tunnel to Ontario International Airport (ONT) 

project may provide an additional connection from the Rancho Cucamonga station to the 

Ontario International Airport. 

Additionally, SBCTA and SCAG’s 2015 Advanced Regional Rail Integrated Vision – East (ARRIVE 

Corridor) plan proposes strategies for transitioning the Metrolink San Bernardino Line, which 

will serve the Rancho Cucamonga station, from a traditional commuter rail line to one that 

promotes transit-oriented development. Improvements to Metrolink, its transit connections, 

OCTOBER 2022 6 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

and additional development of the station areas with transit-supportive uses at greater 

densities and intensities will encourage the development of walkable areas that provide 

mobility options in the region. The Project will further the goals of the ARRIVE Corridor plan by 

increasing the activity centers that can be accessed by Southern California’s rail network. 

Additionally, the Southern California Optimized Rail Expansion (SCORE) program is intended to 

increase speeds, reliability, and capacity on Metrolink lines including the San Gabriel 

Subdivision serving the Rancho Cucamonga station. 

In 2010, the San Bernardino Associated Governments (the predecessor agency to SBCTA) 

completed the Victor Valley Long Distance Commuter Needs Assessment, which identified a 

phased set of commuter improvement projects. Those projects ranged from expanded park and 

ride facilities to an express bus service linking the Victor Valley area of the High Desert to the 

Rancho Cucamonga Metrolink station. The Joshua Street Park & Ride is approximately 0.25 mile 

west of the proposed Hesperia station adjacent to US-395. Such commuter-focused planned 

improvements highlight the need for travel options that reduce the number of single occupancy 

automobiles on I-15 in San Bernardino County, particularly through the Cajon Pass. 

FHWA’s Southern California Regional Freight Study (USDOT, 2020) identifies I-15 among the 

highest truck volume corridors in the Western United States and as a major corridor providing 

access to the interior of the United States for goods arriving at the ports of the Los Angeles 

region. Caltrans’ 2021 Interregional Transportation Strategic Plan identifies I-15 as a high 

priority corridor, among six nationally identified “Corridors of the Future,” and a “a vital link 

between Mexico, Southern California, and locations to the north and east of the region.” I-15 

also connects Southern California and the southwestern United States to the San Joaquin 

Valley’s agricultural goods via SR-58. By providing passenger rail capacity in the corridor, the 

Project will help protect freeway capacity for freight by removing passenger vehicles from the 

roadway network. 

2.3.6 Ridership 

Forecasted ridership for the Project is based on the 2020 Brightline West Cajon Pass Project -

Ridership and Revenue Forecasts Report prepared by Steer (referred to hereafter as the Steer 

Report), 4 the findings of which are summarized in the Brightline West Cajon Pass Project 

Operating Memo (2022; included as Attachment A). Operating conditions analyzed in this EA 

assume that the Project and the separate, but interconnected DesertXpress High-Speed 

Passenger Train Project (DesertXpress Project) will operate simultaneously. Therefore, this 

section discusses ridership forecasts for passengers travelling from Las Vegas to Rancho 

Cucamonga and to stations in between. Ridership forecasts are summarized in Table 1 and 

Table 2. 

4 This analysis was prepared for Brightline West in December 2019 and June 2020 by Steer. The reports contain ridership information to 

support the environmental analysis and also contain confidential Brightline West business information. FRA has reviewed the ridership 

methodology in the reports and confirmed it is based on reliable methods; and has accepted the analysis. For more information on ridership, 

refer to the Transportation Technical Report, included as Attachment I to this EA. 

OCTOBER 2022 7 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 1. Ridership Forecast: Victor Valley to Rancho Cucamonga: Years 1 – 10 (millions) 

Years 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 

Las Vegas -Southern California Total 

Travel Demand (one-way) 49.1 49.8 50.0 51.3 52.0 52.8 53.5 54.2 54.9 55.6 

Forecasted Induced Ridership1 (oneway) .69 1.1 1.3 1.2 1.2 1.3 1.2 1.3 1.4 1.3 

Forecasted Captured Ridership 6.9 9.2 9.7 9.8 9.9 10.1 10.1 10.3 10.5 10.5 

Capacity 8.9 8.9 8.9 11.2 11.2 11.2 13.4 13.4 13.4 13.4 

Annual LV-RC Ridership (excl. Victor 

Valley station) 4.1 4.9 4.9 6.0 6.0 6.1 6.8 6.9 6.9 7.0 

Annual Las Vegas-Victor ValleyRancho Cucamonga Ridership 5.6 6.4 6.5 7.5 7.6 7.6 8.3 8.4 8.5 8.5 

Annual Hesperia-Rancho Cucamonga 

Ridership .38 .43 .45 .51 .52 .53 .58 .59 .6 .61 

Total Annual Ridership 6.0 6.8 6.9 8.0 8.1 8.1 8.9 9.0 9.1 9.2 

Source: Brightline West 2022 

1: Forecasted Induced Ridership is ridership that has been realized, or "generated", by improvements made to transportation infrastructure. 

OCTOBER 2022 8 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 2. Ridership Forecast: Victor Valley to Rancho Cucamonga: Years 11 - 20 (millions) 

Years 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 

Las Vegas -Southern California Total 

Travel Demand (one-way) 56.4 57.1 57.9 58.7 59.4 60.2 60.9 61.6 62.4 63.1 

Forecasted Induced Ridership1 (oneway) 1.4 1.4 1.4 1.4 1.5 1.4 1.5 1.5 1.5 1.5 

Forecasted Captured Ridership 11.4 11.6 11.6 11.8 11.9 12.1 12.2 12.4 12.5 12.7 

Capacity 26.9 26.9 26.9 26.9 26.9 26.9 26.9 26.9 26.9 26.9 

Annual LV-RC Ridership (excl. Victor 

Valley station) 7.7 7.8 7.8 8.0 8.1 8.2 8.3 8.4 8.5 8.6 

Annual Las Vegas-Victor ValleyRancho Cucamonga Ridership 10.6 10.7 10.8 10.9 11.0 11.0 11.2 11.3 11.4 11.5 

Annual Hesperia-Rancho Cucamonga 

Ridership .69 .72 .74 .76 .77 .77 .78 .78 .79 .79 

Total Annual Ridership 11.3 11.4 11.5 11.7 11.8 11.8 12.0 12.1 12.2 12.3 

Source: Brightline West 2022 

1: Forecasted Induced Ridership is ridership that has been realized, or "generated", by improvements made to transportation infrastructure. 

OCTOBER 2022 9 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

As shown in Table 1 and Table 2, the Project is expected to capture approximately 14 percent of 

the Las Vegas – Southern California travel demand beginning in 2025 (i.e., the opening year). 

This capture rate will increase to 20 percent by Year 11. Induced ridership is expected to 

steadily increase from 693,937 in Year 1 to 1.4 million by 2035. By 2044, the Project is expected 

to have 12.3 million one-way trips annually. The subset of travelers who will only travel 

between Rancho Cucamonga and Hesperia will represent approximately 6 percent of the total 

annual ridership. Ridership between Victor Valley and Rancho Cucamonga is expected to be 

negligible; the majority of riders are expected to continue from Rancho Cucamonga and 

Hesperia to Las Vegas. 

2.3.7 Safety 

Alternatives to automobile travel would provide improved safety conditions on the I-15 corridor 

with diversion of vehicle trips to HSR. In 2019, the average rate of passenger fatalities from 

highway travel was more than 75 times the comparable rate for travel by air, and 34 times the 

comparable rate by rail. For the year 2016, the Bureau of Transportation Statistics’ National 

Transportation Statistics (USDOT 2018) reported a rate of passenger fatalities per 100 million 

passenger miles traveled by highway nearly 10 times greater than the rates for travel by air or 

rail. HSR in a dedicated, grade-separated corridor such as is planned by Brightline West, is one 

of the safest forms of travel in the world. For example, the Japanese Shinkansen HSR system 

has been in existence for 50 years, has carried over 10 billion passengers, and has not 

experienced a single passenger fatality of injury on board die to derailments or collisions (JR 

Central, 2020). 

The California Office of Traffic Safety ranks San Bernardino County as the 16th worst, out of 58 

counties, for total fatal and injury crashes in 2018 (the most recent year of data available). 

According to the University of California, Berkeley, and SafeTREC’s Transportation Injury

Mapping System, there were 819 collisions with one or more deaths or injuries along I-15 in San 

Bernardino County in 2019. Of these, nearly one quarter (199) occurred within the 12 miles of 

the Cajon Pass, despite the Pass accounting for only 6.5 percent of the length of I-15 in the 

county. 

A study by the I-15 Mobility Alliance found that the segment of I-15 from I-215 in San 

Bernardino to I-40 in Barstow had a fatality rate 0.009 per million VMT, well above the 

alliance’s performance goal of 0.003 fatalities per million (CH2M 2017). By connecting Victor 

Valley to Rancho Cucamonga, the Project will allow more travelers to stay off the most 

dangerous segments of I-15. 

2.4 Alternatives 

2.4.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

and immediately alongside the I-15 highway between Victor Valley and Rancho Cucamonga. 

The I-15 corridor will remain operational without improving the major points of congestion or 

transportation capacity deficiencies along the highway. There are two planned improvements 

on I-15. The first project, Caltrans’ the I-15 Interchange Reconstruction Project, consists of 

OCTOBER 2022 10 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

improvements to the D Street, E Street, Stoddard Wells Road, and Mojave River Bridge 

interchanges to improve traffic safety, operational characteristics, and aesthetics. The second 

project is the I-15 Pavement Rehabilitation Project which is intended to improve the safety 

performance and smoothness of the roadway. Neither of these projects would increase 

capacity on I-15. The No Build Alternative will not result in temporary or permanent impacts to 

resources in the affected environment as no project related activities or construction will occur. 

As discussed below in Section 4.1.1 and Section 4.1.2, travelers between Victor Valley and 

Rancho Cucamonga will continue to use passenger cars for travel. Due to anticipated 

population increases, travel demand along I-15 will increase, along with VMT and associated 

criteria air pollutants, TACs, and GHG emissions from passenger vehicles. 

2.4.2 Build Alternative 

The Build Alternative (i.e., the Project) consists of a proposed HSR passenger railway with 

associated infrastructure, including two new proposed passenger stations. Nearly all of the 

Project will be built within the I-15 right-of-way. Near the proposed southern terminus station 

in Rancho Cucamonga, approximately one mile of the rail alignment will be in city street, 

railroad, or utility rights-of-way. 

The proposed rail alignment will be located within the median of I-15 freeway between Victor 

Valley and Rancho Cucamonga except at the approach to the proposed Rancho Cucamonga 

station. The rail alignment will be predominantly at-grade (the same elevation as the existing 

freeway), with select segments of the alignment on aerial structures or in a trench to allow for 

grade separations (including four BNSF Railway5 railroad crossings and three Union Pacific 

railroad crossings) and to provide a safe incline for train operation. The rail alignment will be 

predominantly single-track, with limited double-track segments in Victor Valley (2.6 miles, 

including 0.9 miles constructed as part of the approved DesertXpress Project), Hesperia 

(5.5 miles), and Rancho Cucamonga (2 miles). This will allow for 45-minute headways in the 

opening year between Victor Valley and Rancho Cucamonga. These headways along with the 

ability to couple trains (double passenger capacity), will address projected ridership needs for 

the foreseeable future. 

For analytical purposes, the Build Alternative is described in sections. Sections were developed 

to reflect similarly developed areas with similar environmental sensitivity. The sections include: 

▪ Section 1: High Desert - From the Victor Valley station, continuing south along I-15, to the 

I-15/Oak Hill Road interchange in Hesperia 

▪ Section 2: Cajon Pass - From the Oak Hill Road interchange continuing south along I-15, 

through the Cajon Pass, to the I-15/Kenwood Avenue interchange 

▪ Section 3: Greater Los Angeles - From the I-15/Kenwood Avenue interchange in San 

Bernardino continuing south along I-15, through the existing Metrolink Station in Rancho 

Cucamonga to Haven Avenue 

5 The BNSF Railway Company adopted its official name based on the initials of its original name, Burlington Northern and Santa Fe Railway, in 

January 2005. 

OCTOBER 2022 11 
2.4.3 Section 1 – High Desert 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The proposed rail alignment will connect to the DesertXpress Project alignment approximately 

one mile south of the Victor Valley station in Apple Valley. From this point, the alignment will 

continue south within the I-15 median. The rail alignment throughout Section 1 will be 

predominantly single track, but the rail alignment will be double-track north of Stoddard Wells 

Road to the northern terminus of the alignment as it approaches the train platforms of the 

Victor Valley station. The Project will add a new rail bridge within the median of the existing I15 bridge near the CEMEX facility in Victorville. 

Brightline West will build new Southbound on and off ramps and a bridge at South Stoddard 

Wells Road to replace similar existing facilities further south.6 This will require modifications of 

I-15 up to and including the Mojave River crossing. 

At the Mojave River, a new rail bridge will be constructed within the median of I-15. The 

existing I-15 bridge will be widened to accommodate the rail line. The alignment will continue 

at grade in the I-15 median with minor roadway widenings for the remainder of Segment 1. This 

portion of the alignment will interface with the following interchanges: Stoddard Wells Road 

North, Stoddard Wells Road South, D Street/E Street, Mojave Drive, Roy Rogers Drive/Hook 

Road, Palmdale Road, La Mesa Road/Nisqualli Road, Bear Valley Road, Main Street/Phelan 

Road, Joshua Street, US-395, Ranchero Road, and Oak Hill Road. 

A new traction power substation will be constructed to support the Project along I-15, between 

Mesa Street and Mojave Street. The area is mostly undeveloped other than existing overhead 

power lines and utility access. 

Hesperia Station 

Section 1 includes a new passenger station in Hesperia, at the I-15/Joshua Street interchange. 

This station will serve daily travelers between the High Desert of San Bernardino County and 

the Los Angeles Basin. This will be a limited service for select southbound AM and northbound 

PM weekday train coaches. The northbound on-ramp to Joshua Street will be realigned closer 

to the freeway and station parking will be added on the north side of Joshua Street. Parking will 

be accessed at the location of the existing northbound ramp intersection. To accommodate the 

rail alignment, the existing US-395 northbound connector and the existing Joshua Street bridge 

will be replaced within the existing right-of-way. The Joshua Street bridge will be reconstructed 

at a higher elevation, requiring the raising of the I-15 ramps and Mariposa Road. The passenger 

platform will be located within the I-15 median with direct access from the reconstructed 

Joshua Street bridge at the southern end of the double-track segment in Hesperia. The Project 

design includes adequate parking areas to accommodate parking demand. 

6 These improvements will be consistent with Caltrans’ planned I-15 Interchange Reconstruction (D Street, E Street, Stoddard Wells Road, and 

Mojave River Bridge) project, which was originally analyzed under an Initial Study / Environmental Assessment in 2008. 

OCTOBER 2022 12 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Design Elements 

Segment 1 of the Project includes the following design elements. 

▪ Reconstructions/Interchange Modifications: Widening portions of the I-15 highway and 

modifications to interchanges at Stoddard Wells Road southbound on- and off-ramp, D 

Street/E Street, Mojave Drive, Roy Rogers Drive/Hook Road, Palmdale Road, La Mesa 

Road/Nisqualli Road, Bear Valley Road, Main Street/Phelan Road, Joshua Street, US-395, 

Ranchero Road, and Oak Hill Road. 

▪ New Traction Power Substation: Construction of a new traction power substation along I-15 

between Mesa Street and Mojave Street. 

▪ Station area: Hesperia station platform, pedestrian bridge, station access/infrastructure, 

surface parking lot accommodating approximately 360 vehicles, bus pick up/drop off areas, 

Kiss and Ride. 

2.4.4 Section 2 – Cajon Pass 

Beginning at the Oak Hill Road interchange traveling south, the alignment will run on the west 

side of the I-15 northbound lanes at-grade and within the existing I-15 right-of-way. In this area, 

I-15 runs through the San Bernardino National Forest for approximately 12 miles. The rail 

alignment throughout Section 2 will be entirely single track. The Project will require 

replacement of California Highway Patrol (CHP) emergency crossovers where the new guideway 

will block existing crossovers. Four new crossovers will be placed to take advantage of existing 

CHP access between the separated I-15 alignments in the following locations: 

▪ West of Forestry Road crossing the northbound lanes 

▪ Approximately 1.25 miles in the southbound direction along I-15 from the crossover near 

Forestry Road, across the northbound lanes 

▪ West of the Baldy Mesa (Trestles) off-highway vehicles Staging Area, across the northbound 

lanes 

▪ West of Perdew Canyon and approximately 1.25 miles north of Mathews Ranch Road, 

across both the north and southbound lanes. 

The alignment will remain at grade throughout Segment 2. Where I-15 northbound and 

southbound lanes reconnect at the foot of Cajon Pass, the rail alignment will be within the I-15 

median. This will require widening portions of the I-15 highway and minor realignment of 

ramps at the I-15/SR-138 interchange. 

Design Elements 

Segment 2 of the Project includes the following design elements. 

▪ Reconstructions/Interchange Modifications: Widening portions of the I-15 highway 

including several miles of retained fill, and realignment of ramps at the I-15/SR-138 

interchange 

▪ Other facilities: CHP emergency crossovers 

OCTOBER 2022 13 
2.4.5 Section 3 – Greater Los Angeles 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Beginning at the Kenwood Avenue interchange, the proposed rail alignment will continue atgrade in the I-15 median. At the I-15/I-215 interchange, the alignment will continue between 

the divided I-15 freeway at the same elevation as the freeway including the Devore interchange 

viaduct, curving to the southwest parallel to freeway. The rail alignment will require the I-15 

highway and interchange ramp modifications at Baseline Avenue, SR-210, Beech Avenue, 

Duncan Canyon Road, Sierra Avenue, and Glen Helen Parkway. 

The rail alignment will transition to an aerial alignment over the I-15 southbound lanes south of 

Church Street and cross at Foothill Boulevard. It will continue along the west side of the I-15 

highway on an elevated alignment to enter the San Gabriel Subdivision and Eighth Street 

corridor. The alignment will transition onto an aerial structure and will turn west, running 

parallel to and partially within the existing rail corridor and partially within the Eighth Street 

right-of-way before entering the existing Rancho Cucamonga Metrolink station area on an 

elevated structure. The rail alignment will maintain a single-track configuration prior to exiting 

the freeway median south of Church Street, where the alignment will transition to a double 

track configuration for the remaining distance to the Rancho Cucamonga station. At the Rancho 

Cucamonga station, an elevated station with a center platform and tracks on either side will be 

constructed parallel to and above the existing eastbound Metrolink platform, extending over 

Milliken Avenue. A new parking structure is proposed at Rancho Cucamonga station and will 

replace existing surface parking to accommodate increased parking demand. The Project design 

includes adequate parking areas to accommodate parking demand in the opening year. 

Design Elements 

Segment 3 of the Project includes the following design elements: 

▪ Bridges/Viaducts: Viaduct of approximately 3.5 miles to cross I-15 southbound lanes and 

along existing rail corridor near Rancho Cucamonga station 

▪ Reconstructions/Interchange Modifications: I-15 freeway and interchange ramp 

modifications at SR-210, Beech Avenue, Duncan Canyon Road, and Glen Helen Parkway. 

▪ Station: Dedicated Brightline station adjacent to the existing Rancho Cucamonga Metrolink 

station with vertical circulation down to the platform, shared access with existing Metrolink 

station, a shared parking structure for vehicles, and a bus plaza. 

2.5 Train Technology and Operations 

2.5.1 Technology 

The Project will use high-speed electric trainsets powered by an overhead catenary wire 

system. The Electric Multiple Unit (EMU) technology under consideration is used on existing 

European intercity high-speed train systems and will be customized for the unique 

characteristics of the corridor. Brightline West has identified a Siemens train set, the Velaro, as 

a representative example of the EMU technology. The Velaro was selected because it is serviceproven and has the operating characteristics required for the operating parameters of the 

Project including: grades, speed, profile, propulsion, and interoperability. Various derivations of 

OCTOBER 2022 14 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

the Velaro trains are currently operating throughout the world including in Great Britain, 

France, Germany, Turkey, Russia, and China. 

2.5.2 Signaling Systems 

The Project will use the European Train Control System (ETCS) planned signaling system, which 

includes a Positive Train Control system to prevent train-to-train collisions, over-speed 

derailments, incursions into established work zones, and movements of trains through switches 

left in the wrong position. This system meets all of the FRA’s signal, train control, and crossing 

regulations and meets 49 CFR, Part 214, 228, and Part 233-236 international HSR specifications, 

including: speed control for derailment protection, collision avoidance using location-based 

movement authority, continual train tracking using train vacancy provision and worker 

protection during maintenance. This Cab Signaling type system includes speed and safety 

information provided to the driver in real-time using in-cab displays. ETCS has a long history of 

safe operation worldwide and has been used in harsh climates comparable to the Brightline 

West operating conditions. 

2.5.3 Operating Plan 

The initial schedule established for the corridor schedules trains departing every 45 minutes, 

for a total of 23 daily departures in each direction. Fleet size and configuration is intended to 

scale with demand such that in year 11, with infrastructure improvements, the schedule could 

be modified to increase daily departures to 45 in each direction and 22.5-minute headways. 

Coupled seven-car trains will allow the system to increase passenger capacity without adding to 

the rail infrastructure. The Project is anticipated to begin operations coupling one third of 

departures for the first three years of operations, then by coupling two thirds of departures for 

the following three years, and then scaling up to 100 percent of departures with coupled trains 

by year 7. Because the coupled trains need to make full roundtrips, the departures with 

coupled trains will be evenly spread throughout the day. 

2.6 Construction 

In general, construction activities will consist of clearing, grading, excavation, placing fill, 

stockpiling materials, constructing bridges and walls, installing drainage, installing sub-ballast 

and subgrade, placing and anchoring railroad ties, placing and tamping ballast material, 

constructing stations and traction power substation, mobilization, and demobilization. 

Construction equipment will likely include dump trucks, excavators, loaders, cranes, water 

trucks, backhoes, scrapers, rollers, ballast tampers, concrete trucks, and drill rigs. 

For the relocation of highway lanes, and construction of new or reconstructed overpasses and 

bridges, construction activities will include clearing, grubbing, demolition of existing structures, 

excavation and drilling foundations, concrete pouring, formwork and rebar placement for 

foundations, falsework installation, construction of bridge decking, placement of ballast and 

ties, mobilization, and demobilization. 

Most construction activities will occur within Caltrans’ right-of-way. Construction of the stations 

and traction power substation will occur on public property owned by the City of Rancho 

OCTOBER 2022 15 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Cucamonga, SBCTA, or State of California. Temporary construction areas, or TCAs, are 

properties that will be temporarily utilized for construction staging and storage. The Project will 

require TCAs along the alignment between Victor Valley and Rancho Cucamonga. 

3 Permits and Approvals 

Brightline West will design, construct, operate, and maintain the Project in accordance with 

applicable law. Brightline West will secure the necessary financing and approvals to construct 

and operate the Project. Implementation of the Project will require coordination and approvals 

from the Federal agencies listed in Table 3. 

Table 3. Federal Permits and Approvals 

Agency Coordination and Approvals 

USFWS Consultation consistent with Section 7 of the Endangered Species Act 

USACE Section 404 Permit, pursuant to the Federal Clean Water Act 

STB Approval for Construction and Operation 

FRA 

49 U.S.C. Sections 103, 20103 – Authority to regulate the safety of 

railroads 

49 CFR Part 236 – Type and safety approval for the signaling system 

(ETCS) 

49 CFR Part 238 – Vehicle qualification for the rolling stock 

FHWA Jurisdiction over the use of and/or modification of Interstate highway 

right-of-way 

Additionally, because the Project will be constructed within Caltrans right-of-way; Brightline 

West will design, construct, operate, and maintain the Project in accordance with all relevant 

Caltrans requirements including but not limited to those listed in Table 4. Requirements for 

design, construction, and operation will be refined, documented, and enforced separately 

through the execution of a Design and Construction Agreement. 

OCTOBER 2022 16 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 4. Caltrans Requirements 

Requirement Description 

Project Aesthetics and Landscape 

Masterplan (PALM) 

A PALM will be created to provide a management tool for deciding 

when and where different levels of landscape and aesthetic treatments 

will be constructed, and ensure Project consistency with Caltrans 

design guidelines; adjacent city master plans or specific plans; and 

recent nearby freeway projects. During the design review and approval 

process, coordination will continue to occur with all corridor 

stakeholders for decisions on specific design elements. All visible 

concrete structures and surfaces will be designed to visually blend with 

the adjacent landscaping and natural plantings. 

Stormwater Requirements 

The Project will incorporate all relevant stormwater management 

BMPs listed in the Caltrans-approved Stormwater Pollution Prevention 

Plan (SWPPP). 

Landscape and Irrigation Plans 

Landscaping and irrigation plans will be coordinated with Caltrans 

Landscape Architecture staff to ensure that the design is consistent 

with Caltrans’ design policies. Reclaimed/recycled water sources will be 

used where feasible. 

Tree Preservation and Removal Plan 

A Tree Preservation and Removal Plan would be developed and 

implemented to preserve trees and vegetation to the maximum extent 

feasible, as required by Caltrans 2022 Standard Specifications. 

Caltrans Department of Toxic 

Substance Control (DTSC) AeriallyDeposited Lead (ADL) Testing 

All medium- and high-risk hazardous waste sites where there will be 

soil disturbance should have soil sampling prior to disturbance to 

ensure proper classification and identification of hazardous waste as 

well as proper handling, and disposal consistent with standard Caltrans 

BMPs. 

Caltrans National Emissions Standards 

for Hazardous Air Pollutants (NESHAP) 

Requirements 

Any demolition or renovation of bridge structures and buildings will 

require lead-based paint and asbestos testing. 

Additional Environmental 

Requirements for Caltrans 

Encroachment Permits 

To issue an encroachment permit it should be anticipated that some 

additional environmental studies (e.g., wildlife connectivity, impacts to 

State-listed and Candidate species) will need to be performed in order 

to address matters of Caltrans policy, State laws, and requirements 

from State regulatory agencies. 

4 Affected Environment and Environmental Consequences 

This chapter describes the current environmental context for each environmental resource 

potentially impacted by the Project, describes the direct, indirect, and cumulative impacts from 

the No Build Alternative and from construction and operation of the Build Alternative, and 

identifies proposed mitigation to reduce environmental impacts. 

OCTOBER 2022 17 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.1 Air Quality and Greenhouse Gas 

Air quality is the measure of the condition of the air expressed in terms of ambient pollutant 

concentrations and their temporal and spatial distribution. Air quality regulations in the United 

States are based on concerns that high concentrations of air pollutants can harm human health, 

especially for children, the elderly, and people with compromised health conditions; as well as 

adversely affect public welfare by damage to crops, vegetation, buildings, and other property. 

The following analysis is based on the Air Quality and Greenhouse Gas Technical Report 

prepared by FRA and included as Attachment B to this EA. 

4.1.1 Regulatory Setting 

The following existing Federal, State, and local regulations and regional plans are relevant to air 

quality and GHG emissions: 

▪ United States Environmental Protection Agency (USEPA), General Conformity Rule: 

Established under the Clean Air Act (section 176(c)(4)), the General Conformity rule plays an 

important role in helping states and Tribes improve air quality in those areas that do not 

meet the National Ambient Air Quality Standards (NAAQS). Under the General Conformity 

rule, Federal agencies must work with State, tribal, and local governments in a 

nonattainment or maintenance area to ensure that Federal actions conform to the air 

quality plans established in the applicable State or tribal implementation plan. 

▪ South Coast Air Basin Management District, Rule 403: The purpose of this Rule is to reduce 

the amount of particulate matter entrained in the ambient air as a result of anthropogenic 

(man-made) fugitive dust sources by requiring actions to prevent, reduce, or mitigate 

fugitive dust emissions during construction and operations. 

▪ Mojave Desert Air Basin Management District, Rule 403: The purpose of this Rule is to 

reduce the amount of particulate matter entrained in the ambient air as a result of 

anthropogenic (man-made) fugitive dust sources by requiring actions to prevent, reduce, or 

mitigate fugitive dust emissions during construction and operations. 

4.1.2 Study Area 

The air quality and GHG study area comprises two air basins in California: the South Coast Air 

Basin (SCAB) and the Mojave Desert Air Basin (MDAB), located within the Mojave Desert Air 

Quality Management District (MDAQMD) and the South Coast Air Quality Management District 

(SCAQMD), respectively. The SCAB includes Orange County and portions of Los Angeles, San 

Bernardino, and Riverside counties. The MDAB includes portions of San Bernardino, Kern, Los 

Angeles, and Riverside counties. 

4.1.3 Methodology 

The Project will result in emissions of criteria pollutants and GHGs within the air quality and 

GHG study area during construction and operation. To evaluate emissions during the 

construction period, FRA quantified emissions of criteria pollutants and GHGs using the 

California Emissions Estimator Model (CalEEMod®) Version 2020.4.0, a statewide program tool. 

Using this model, FRA evaluated the following criteria pollutants: oxides of nitrogen (NOX), 

OCTOBER 2022 18 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

carbon monoxide (CO), sulfur dioxide (SO2), particulate matter less than 10 microns in diameter 

(PM10), particulate matter less than 2.5 microns in diameter (PM2.5), and volatile organic 

compounds (VOCs). Since there are no large sources of lead (Pb) emissions associated with the 

construction of the Project, lead emissions were not evaluated. Sources of GHG emissions from 

construction activities will include off-road construction equipment, construction-related truck 

trips, vendor deliveries, and worker commute trips. FRA estimated GHG emissions using the 

CalEEMod® and emission factors from the Emission FACtor model (EMFAC) and the Emissions 

Inventory Program model (OFFROAD). 

To evaluate emissions during operation, FRA relied on the same model. As the predominant 

source of GHG emissions during Project operation is associated with electricity produced by 

Southern California Edison (SCE) used to power the rail line, GHG emissions were estimated 

using the projected electricity use (in Megawatt hours, or MWh) and electricity carbon intensity 

factors estimated from data published in SCE sustainability reports. The reductions in the onroad VMT anticipated as a result of Project operation will result in reductions in GHG emissions 

(refer to Section 4.12.5.2 for a full discussion of Project impacts on VMT). Therefore, net GHG 

impacts were estimated as a difference in the GHGs associated with electricity and reductions 

from on-road VMT. This qualitative analysis considers the potential direct and indirect impacts 

of air quality and GHG from the Project on the communities within San Bernardino County, and 

the cities of Victorville, Hesperia, Rancho Cucamonga, and Fontana. 

FRA also qualitatively evaluated operational emissions of criteria air pollutants (CAP)s, toxic air 

contaminants (TAC)s, and GHGs. Such emissions were assumed to be reduced by the Build 

Alternative, due to the reduction in on-road VMT. 

In addition, FRA considered whether the Project will contribute to adverse traffic impacts and 

result in the formation of CO hotspots. FRA used a screening evaluation of the potential for CO 

hotspots was conducted. Nine intersections were classified as LOS D, E, or F in the Project 

opening year (2025) and/or the horizon year (2045) and, as such, will require a CO hotspot 

analysis. 

4.1.4 Affected Environment 

The affected environment includes the following: 

▪ Air Quality 

▪ GHG 

4.1.4.1 Air Quality 

Both SCAB and MDAB are in non-attainment status for ozone and particulate matter. 

Specifically, the SCAB is in extreme non-attainment for ozone and serious non-attainment for 

PM2.5 relative to the NAAQS for 8-hour ozone and 24-hour PM2.5.7 The NAAQS and California 

Ambient Air Quality Standards (CAAQS) are presented in Table 5. Though the SCAB is currently 

in non-attainment for PM2.5, a Final 2021 Redesignation Request and Maintenance Plan for the 

7 South Coast Air Quality Management District (SCAQMD) 2016, National Ambient Air Quality Standards and California Ambient Air Quality 

Standards Attainment Status for South Coast Air Basin. 

OCTOBER 2022 19 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

2006 and 1997 24-Hour PM th Coast Air Basin8 2.5 Standards for Sou was submitted to request 

the redesignation of the Basin to attainment for both the 2006 and 1997 24-hour average PM2.5 

standards because design values decreased since the original designation. The MDAB is in nonattainment for ozone and moderate non-attainment for PM 9 10. SCAB and MDAB adopted rules 

to align with the attainment plans prepared by the air basins for attainment of these criteria air 

pollutants and include rules specific to fugitive dust control. De minimis levels and NAAQS 

attainment status for SCAB and MDAB are presented in Table 6. Table 7 shows the existing local 

ambient air quality levels near the proposed Rancho Cucamonga and Hesperia stations. 

Table 5. National and State (California) Ambient Air Quality Standards 

Pollutant Averaging Time 

NAAQS1 

Primary Secondary CAAQS2

Ozone (O3) 

1-Hour - - 0.09 ppm 

8-Hour 0.070 ppm 0.070 ppm 0.07 ppm 

Carbon Monoxide (CO) 

1-Hour 35 ppm - 20 ppm 

8-Hour 9 ppm - 9 ppm 

Nitrogen Dioxide 

1-Hour 0.100 ppm - 0.18 ppm 

Annual 0.053 ppm 0.053 ppm 0.03 ppm 

Sulfur Dioxide (SO2) 

1-Hour 0.075 ppm - 0.25 ppm 

3-Hour - 0.5 ppm -

24-Hour 0.14 ppm - 0.04 ppm 

Annual 0.03 ppm - -

Inhalable Particulate Matter 

(PM10) 

24-Hour 150 μg/m10 150 μg/m3 50 μg/m3 

Annual - - 20 μg/m3 

Fine Particulate Matter 

(PM2.5) 

24-Hour 35 μg/m3 35 μg/m3 -

Annual 12 μg/m3 15 μg/m3 12 μg/m3 

Sulfates 24-Hour - - 25 μg/m3 

8 SCAQMD. 2021. Final 2021 Redesignation Request and Maintenance Plan for the 2006 and 1997 24-Hour PM2.5 Standards for South Coast Air 

Basin. 

9 Mojave Desert Air Quality Management District (MDAQMD). n.d. Mojave Desert AQMD Attainment Status. 

10 Mojave Desert Air Quality Management District (MDAQMD). n.d. Mojave Desert AQMD Attainment Status. 

OCTOBER 2022 20 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Pollutant Averaging Time 

NAAQS1 

Primary Secondary CAAQS2

30-Day - - 1.5 μg/m3 

Lead (Pb) Calendar Quarter 1.5 μg/m3 1.5 μg/m3 -

Rolling 3-Month 

Average 

0.15 μg/m3 0.15 μg/m3 -

Hydrogen Sulfide 10-Hour - - 0.03 ppm 

Vinyl Chloride 24-Hour - - 0.01 ppm 

Source: Ramboll 2022 

Notes: 1The NAAQS, other than O3 and those based on annual averages, are not to be exceeded more than once a year. 2CAAQS for O3, CO, SO2 (1-hour and 24-hour), NO2, PM10, and PM2.5 are values not to be exceeded. All other California standards 

shown are values not to be equaled or exceeded. 

μg/m3=10-6 gram, NAAQS = National Ambient Air Quality Standards, CAAQS = California Ambient Air Quality Standards, ppm = 

parts per million by volume, m3 = cubic meter 

OCTOBER 2022 21 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 6. SCAB and MDAB De Minimis Levels and NAAQS Attainment Status 

Pollutant 

De Minimis Level (tons/year) 

South Coast Air 

Basin 

Mojave Desert Air 

Basin 

NAAQS Classification 

South Coast Air 

Basin 

Mojave Desert Air 

Basin 

Ozone (VOCs or NOx) 10 25 Nonattainment -

Extreme 

Nonattainment -

Severe 

CO 100 100 Attainment –

Maintenance 

Unclassified/ 

Attainment 

NO2 

100 100 Unclassifiable/ 

Attainment (1-hour) 

Attainment –

Maintenance 

(Annual) 

Unclassified/ 

Attainment 

SO2 

100 100 Unclassified/ 

Attainment 

Unclassified/ 

Attainment 

PM10 

100 100 Attainment -

Maintenance 

Nonattainment -

Moderate 

PM2.5 

70 100 Nonattainment -

Serious 

Unclassified/ 

Attainment 

Source: Ramboll 2022 

Notes: CO = carbon monoxide, NOx = oxides of nitrogen (NO + NO2), PM10 = particulate matter less than 10 microns in diameter, 

PM2.5 = particulate matter less than 2.5 microns in diameter, SO2 = sulfur dioxide, VOC = volatile organic compounds 

OCTOBER 2022 22 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 7. Local Ambient Air Quality Data Near the Rancho Cucamonga and Hesperia Stations 

Pollutant 

Rancho Cucamonga Station 

Area 

2018 2019 2020 

Hesperia Station 

Area 

2018 2019 2020 

Ozone (O3) 

Maximum Concentration 1-hr period, ppm 0.133 0.131 0.158 0.113 0.108 0.118 

Maximum Concentration 8-hr period, ppm 0.111 0.107 0.123 0.100 0.088 0.094 

Days greater than CAAQS 1-hr Standard 25 31 82 9 9 9 

Days greater than CAAQS 8-hr Standard 54 54 118 73 52 48 

Days greater than NAAQS 8-hr Standard 52 52 116 71 47 46 

Carbon Monoxide (CO) 

Maximum Concentration 1-hr period, ppm 1.7 1.5 1.5 1.4 1.5 1.6 

Maximum Concentration 8-hr period, ppm 1.2 1.1 1.1 1.1 1.1 1.4 

Number of Exceedances, CAAQS 8-hr Standard 0 0 0 0 0 0 

Number of Exceedances, NAAQS 1-hr Standard 0 0 0 0 0 0 

Nitrogen Dioxide (NO2) 

Maximum Concentration 1-hr period, ppm 0.059 0.058 0.055 0.051 0.056 0.059 

Annual Arithmetic Mean (AAM), ppm 0.0147 0.014 0.0139 0.0115 0.0114 0.0125 

Exceed NAAQS 1-hr Standard? No No No No No No 

Exceed CAAQS Annual Standard No No No No No No 

Sulfur Dioxide (SO2) 

Maximum Concentration 1-hr period, ppm 0.0029 0.0024 0.0025 0.0099 0.0043 0.0036 

Maximum Concentration 24-hr period, ppm 0.0009 0.0009 0.0009 0.0027 0.0034 0.0022 

Number of Exceedances, NAAQS 24-hr Standard 0 0 0 0 0 0 

Respirable Particulate Matter (PM10) 

Maximum Concentration 24-hr period, μg/m3 157 126 175 139 158 224 

Annual Arithmetic Mean (AAM), μg/m3 33.4 29.0 33.5 27.8 24.5 28.2 

Number of Exceedances, CAAQS 24-hr Standard N/A N/A N/A N/A N/A N/A 

Exceed CAAQS Annual Standard? Yes Yes Yes Yes Yes Yes 

Number of Exceedances, NAAQS 24-hr Standard N/A N/A 1 0 1 1 

OCTOBER 2022 23 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Pollutant 

Rancho Cucamonga Station 

Area 

Hesperia Station 

Area 

2018 2019 2020 2018 2019 2020 

Fine Particulate Matter (PM2.5) 

Maximum Concentration 24-hr period, μg/m3 60.4 57.7 59.2 32.7 17.8 48.4 

Annual Arithmetic Mean (AAM), μg/m3 14.5 12.8 15.1 7.9 7.0 9.7 

Exceed CAAQS Annual Standard? Yes Yes Yes No No No 

Number of Exceedances, NAAQS 24-hr Standard 7 6 14 0 0 4 

Exceed NAAQS Annual Standard? Yes Yes Yes No No No 

Source: Ramboll 2022 

Notes: μg/m3 = micrograms per cubic meter, hr = hour, ppm = parts per million 

4.1.4.2 Greenhouse Gas 

GHGs allow the sun’s radiation to penetrate the atmosphere and warm the Earth’s surface, but 

do not let the infrared radiation emitted from Earth to escape back into outer space. Emissions 

of carbon dioxide are the leading cause of global warming, with other pollutants such as 

methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride also 

contributing to the GHG effect. Under existing conditions (Year 2020), on-road motor vehicles 

are the primary contributor of emissions to the South Coast and Mojave Desert air basins. 

Table 8 shows the GHG emissions for passenger cars in SCAB and MDAB for the 2025 Opening 

Year and 2045 Horizon Year. As shown in Table 8, emissions within the affected environment 

are anticipated to decrease due to rising efficiency and the gradual shift to electric and 

alternative fuel vehicles between 2025 and 2045. Table 9 shows the level of emissions in 2020 

from on-road motor vehicles in San Bernardino County. 

OCTOBER 2022 24 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 8. Greenhouse Gas Emissions Factors for Passenger Cars 

Air 

Basin 

Calendar 

year 

EMFAC Output1, 2 

VMT 

(miles/day)4 

CO2 Emissions 

(tons per day) 

CH4 Emissions 

(tons per day) 

NO2 Emissions 

(tons per day) 

CO2 

(tons per mile) 

GHG Emission Factors3 

CH4 Emissions 

(tons per mile) 

NO2 

(tons per mile) 

CO2e 

(tons per mile) 

South 

Coast 

2025 38,904,655 11,924 0.35 0.33 3.07E-04 9.11E-09 8.61E-09 3.09E-04 

2045 47,393,631 10,917 0.17 0.30 2.30E-04 3.65E-09 6.26E-09 2.32E-04 

Mojave 

Desert 

2025 26,007,882 7,845.10 0.25 0.24 3.02E-04 9.46E-09 9.06E-09 3.05E-04 

2045 31,819,197 7,115 0.11 0.20 2.24E-04 3.56E-09 6.24E-09 2.26E-04 

Source: Ramboll 2022 

Notes: 

1 Emissions factors for passenger car vehicle classes derived from EMFAC2017 (v1.0.3). 

2 Passenger car vehicles include light duty automotive, light duty truck, and medium duty truck vehicle classes. 3 GHG emission factors use the Intergovernmental Panel on Climate Change Fourth Assessment Report global warming potentials of 1, 25, and 298 for carbon dioxide, methane, 

and nitrous oxide, respectively. 4 Brightline West. 2022. Transportation Technical Report (Attachment I) 

CH4 =methane, CO2 = carbon dioxide, CO2e = carbon dioxide equivalents, EMFAC = Emission FACtor model, GHG = greenhouse gas, N2O = nitrous oxide, VMT = vehicle miles 

traveled 

OCTOBER 2022 25 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 9. Existing Mobile On-Road Emissions for San Bernardino County 

Region1 

Greenhouse Gas Emissions2 

(tons CO2e/day) 

San Bernardino County- South Coast 19,085 

San Bernardino County- Mojave Desert 14,191 

Total Daily Emissions 33,276 

Source: Ramboll 2022 

Notes: 1 The GHG emissions are obtained from EMFAC2017 for San Bernardino County – South Coast and San Bernardino 

County – Mojave Desert 2020. And newer version of EMFAC, EMFAC2021, was released in January 2021, but it has not been 

approved by USEPA. 2 GHG emissions use the Intergovernmental Panel on Climate Change Fourth Assessment Report global warming potentials of 1, 

25, and 298 for carbon dioxide, methane, and nitrous oxide, respectively. 

CO2e = carbon dioxide equivalents. 

4.1.5 Environmental Consequences 

Impacts to air quality could result from the proposed construction activities and certain 

activities during operation of the Project. These impacts on air quality are on a local and 

regional scale are expected to be minimal. In addition, the Project is expected to generate a net 

benefit to air quality by reducing emissions of criteria pollutants and GHGs. 

4.1.5.1 No Build Alternative 

Section 2.4.1 provides a description of the No Build Alternative. Under the No Build Alternative, 

no HSR would be constructed, and air quality impacts will generally remain at their current 

level, described in Section 4.1.2. In this scenario, travelers between Victor Valley, Hesperia, and 

Rancho Cucamonga will continue to use passenger cars for travel and there will be no reduction 

in VMT due to rail travel. Due to anticipated population increases, travel demand along I-15 is 

anticipated to increase, along with associated criteria air pollutants, TACs, and GHG emissions 

from passenger vehicles. 

4.1.5.2 Construction of Build Alternative 

Air Quality 

Construction of the Project will temporarily generate emissions of both criteria pollutants and 

GHGs, and for the purposes of modeling construction was assumed to occur between 2022 and 

2025. This is a conservative assumption. If construction begins later than 2022, it is reasonably 

assumed that emissions will be the same or less given the increase in equipment efficiency and 

rollout of EPA Tier 4 engines. Project construction would result in exceedances of NOx from 

2022 to 2024, if left unmitigated. Appendix A of the Air Quality and Greenhouse Gas Technical 

Report (Attachment B) shows the unmitigated emissions associated with the Project for the 

SCAB and MDAB, respectively. Implementation of Mitigation Measures AQ-1 through AQ-3 

(described in Section 4.1.6) will reduce CAP emissions below de minimis thresholds. As shown 

in Table 10 the annual criteria air pollutant emissions in the SCAB that will result from 

construction of the Project will not exceed General Conformity de minimis thresholds with 

OCTOBER 2022 26 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

mitigation incorporated. The annual CAP emissions that will be generated in the MDAB from 

construction of the Project are also below the de minimis levels with mitigation incorporated, 

as shown in Table 10 and Table 11. 

Table 10. Criteria Air Pollutant Emissions for Project Construction in the South Coast Air Basin 

Year Source 

Maximum Annual Mitigated Emission Estimates (tpy) 

VOC1 NOx CO SO2 2 PM10 2 PM2.5 

2022 

Total 1.18 7.57 45.95 0.10 2.55 0.65 

Exceedance?3 No No No No No No 

2023 

Total 1.58 9.89 59.31 0.13 2.26 0.82 

Exceedance?3 No No No No No No 

2024 

Total 1.14 7.56 38.27 0.09 1.83 0.66 

Exceedance?3 No No No No No No 

2025 

Total 0.01 0.16 0.50 0.001 0.13 0.02 

Exceedance?3 No No No No No No 

De Minimis Threshold4 10 10 100 100 100 70 

Source Ramboll 2022 

Notes: 

1For purposes of this analysis VOC emissions are assumed to be equal to ROG. 

2PM emissions are estimated as a sum of exhaust, tire wear, brake wear, and fugitive emissions. Watering of the site is assumed 

to take place twice daily, resulting in a 55 percent reduction in fugitive PM per CalEEMod® default assumptions. 3Evaluation of exceedance of the Federal annual de minimis threshold by project emissions. 440 CFR 93.153 (b)(1). Federal annual emission thresholds based on attainment status of the NAAQS within the air district. 

CO = carbon monoxide, NOx = oxides of nitrogen (NO + NO2), SO2 = sulfur dioxide, PM2.5 = particulate matter less than 2.5 

microns in diameter, PM10 = particulate matter less than 10 microns in diameter, tpy = tons per year, VOC = volatile organic 

compounds 

Table 11. Criteria Air Pollutant Emissions for Project Construction in the Mojave Desert Air 

Basin 

Year Source 

Maximum Annual Mitigated Emission Estimates (tpy) 

VOC1 NOx CO SO2 2 PM10 2 PM2.5 

2022 

Total 0.60 3.34 23.84 0.05 0.54 0.18 

Exceedance?3 No No No No No No 

2023 

Total 1.60 10.68 63.00 0.14 2.65 0.88 

Exceedance?3 No No No No No No 

2024 

Total 1.55 11.10 58.78 0.14 2.78 1.00 

Exceedance?3 No No No No No No 

OCTOBER 2022 27 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Year Source 

Maximum Annual Mitigated Emission Estimates (tpy) 

VOC1 NOx CO SO2 2 PM10 2 PM2.5 

2025 

Total 0.25 1.52 9.23 0.02 0.71 0.20 

Exceedance?3 No No No No No No 

De Minimis Threshold4 25 25 100 100 100 100 

Source: Ramboll 2022 

Notes: 1For purposes of this analysis VOC emissions are assumed to be equal to ROG. 2PM emissions are estimated as a sum of exhaust, tire wear, brake wear, and fugitive emissions. Watering of the site is assumed 

to take place twice daily, resulting in a 55 percent reduction in fugitive PM per CalEEMod® default assumptions. 3Evaluation of exceedance of the Federal annual de minimis threshold by project emissions. 440 CFR 93.153 (b)(1). Federal annual emission thresholds based on attainment status of the NAAQS within the air district. 

CO = carbon monoxide, NOx = oxides of nitrogen (NO + NO2), SO2 = sulfur dioxide, PM2.5 = particulate matter less than 2.5 

microns in diameter, PM10 = particulate matter less than 10 microns in diameter, tpy = tons per year, VOC = volatile organic 

compounds 

Greenhouse Gas 

The Project will result in short-term increases in GHG emissions from construction activities in 

both air basins. Construction activities will include grading, excavation, placing fill, stockpiling 

materials, construction of bridges and walls, and demolition of existing structures (refer to 

Section 2.6, for a full description of construction activities). Table 12 shows the GHG emissions 

generated by Project construction. 

Table 12. Greenhouse Gas Emissions for Project Construction 

Air District Source1 

Maximum Annual Mitigated Emission Estimates2 (MT CO2e/year) 

2022 2023 2024 2025 Total Amortized Yearly 

Emissions3 

SCAQMD 

On-site 7,749 10,182 6,587 86 24,604 820 

Off-site 1,300 1,905 1,744 50 4,998 167 

Total 9,049 12,087 8,331 137 29,603 987 

MDAQMD 

On-site 4,030 10,650 10,077 1,641 26,397 880 

Off-site 457 2,209 2,458 253 5,377 179 

Total 4,487 12,858 12,535 1,894 31,774 1,059 

Source: Ramboll 2022 

Notes: 1On-site emissions are from off-road construction equipment for the Build Alternative. Off-site emissions are from 

worker, vendor, and hauling trips. 2GHG emissions use the Intergovernmental Panel on Climate Change Fourth Assessment Report global warming potentials of 1, 

25, and 298 for carbon dioxide, methane, and nitrous oxide, respectively. 3Construction emissions are amortized over a 30-year project lifetime. 

CO2e = carbon dioxide equivalents, MDAQMD = Mojave Desert Air Quality Management District, MT = metric tons, SCAQMD = 

South Coast Air Quality Management District 

OCTOBER 2022 28 
4.1.5.3 Operation of Build Alternative 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Air Quality 

Operation of the Project will result in CAP and TAC emissions from the power generation 

required for the Project’s electric-powered rail line. Operations will also result in a reduction in 

emissions of criteria pollutants by reducing on-road VMT from passenger car travel (refer to 

Table 15 and Table 16 below for a quantification of VMT reductions in the project area as a 

result of the Project). 

Based on the opening year CO hotspot analysis of the most congested Project intersection 

locations (Table 13), the Project will not violate CAAQS and NAAQS thresholds (i.e., result in a 

CO hot spot) at any intersection. In the horizon year 2045, the CO concentrations at all 

evaluated intersections will be below the CAAQS and NAAQS threshold concentrations, as 

shown in Table 14. 

OCTOBER 2022 29 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 13. Carbon Monoxide Concentrations for 2025 Opening Year 

Intersections 

AM Peak Hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

CO Concentration (ppm) 

PM Peak Hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

8-hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Highway (US) 

395/Joshua Tree 

1.9 1.8 1.8 1.7 2.1 1.9 1.9 1.8 1.5 1.3 1.3 1.2 

Fourth Street/I-15 

Southbound 

Ramps 

1.8 1.7 1.7 1.6 2.0 1.9 1.8 1.7 1.5 1.4 1.3 1.3 

Fourth Street/I-15 

Northbound 

Ramps 

1.8 1.7 1.7 1.6 1.9 1.8 1.7 1.7 1.4 1.3 1.2 1.2 

Milliken 

Avenue/Foothill 

Boulevard 

1.7 1.7 1.6 1.6 2.1 1.9 1.8 1.8 1.5 1.4 1.3 1.3 

Milliken 

Avenue/Fourth 

Street 

1.8 1.7 1.7 1.6 2.1 1.9 1.8 1.8 1.5 1.4 1.3 1.3 

Milliken Avenue/I10 Westbound 

Ramps 

1.7 1.6 1.6 1.6 2.0 1.8 1.8 1.7 1.5 1.3 1.3 1.3 

Milliken Avenue/I10 Eastbound 

Ramps 

1.7 1.6 1.6 1.6 2.0 1.9 1.8 1.7 1.5 1.4 1.3 1.3 

Maximum CO 

Concentration 

1.9 1.8 1.8 1.7 2.1 1.9 1.9 1.8 1.5 1.4 1.3 1.3 

OCTOBER 2022 30 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Intersections 

CO Concentration (ppm) 

AM Peak Hour PM Peak Hour 8-hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

CAAQS Threshold 20.0 9.0 

Above CAAQS 

Threshold? 

No No No No No No No No No No No No 

NAAQS Threshold 35.0 9.0 

Above NAAQS 

Threshold? 

No No No No No No No No No No No No 

Source: Ramboll 2022 

Notes: AM = ante meridiem (before noon), CAAQS = California Ambient Air Quality Standards, CO = carbon monoxide, EB = Eastbound, LOS = level of service, NAAQS = National 

Ambient Air Quality Standards, NB = Northbound, PM = post meridiem (after noon), ppm = parts per million, SB = southbound, WB = westbound 

Table 14. Carbon Monoxide Concentrations for 2045 Horizon Year 

Intersections 

AM Peak Hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

CO Concentration (ppm) 

PM Peak Hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

8-hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Highway (US) 

395/Joshua Tree 

2.0 1.8 1.8 1.7 2.1 1.9 1.9 1.8 1.4 1.3 1.3 1.2 

Foothill 

Boulevard/I-15 

Northbound 

Ramps 

1.8 1.7 1.7 1.6 2.1 1.9 1.8 1.7 1.5 1.4 1.3 1.3 

OCTOBER 2022 31 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Intersections 

CO Concentration (ppm) 

AM Peak Hour PM Peak Hour 8-hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Fourth Street/I-15 

Southbound 

Ramps 

1.7 1.7 1.6 1.6 1.9 1.8 1.7 1.7 1.4 1.3 1.3 1.2 

Fourth Street/I-15 

Northbound 

Ramps 

1.7 1.6 1.6 1.6 1.9 1.7 1.7 1.7 1.3 1.3 1.2 1.2 

Milliken 

Avenue/Foothill 

Boulevard 

1.7 1.6 1.6 1.6 2.0 1.8 1.8 1.7 1.4 1.3 1.3 1.2 

Milliken 

Avenue/Fourth 

Street 

1.7 1.7 1.6 1.6 2.1 1.9 1.8 1.8 1.5 1.4 1.3 1.3 

Milliken 

Avenue/Azusa 

Court (access to 

Metrolink Station) 

1.7 1.6 1.6 1.6 1.9 1.7 1.7 1.6 1.4 1.3 1.2 1.2 

Milliken 

Avenue/7th Street 

(access to 

Metrolink station) 

1.7 1.6 1.6 1.6 1.9 1.7 1.7 1.6 1.4 1.3 1.2 1.2 

Milliken Avenue/I10 Westbound 

Ramps 

1.7 1.7 1.6 1.6 2.1 1.9 1.8 1.7 1.5 1.4 1.3 1.3 

OCTOBER 2022 32 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Intersections 

CO Concentration (ppm) 

AM Peak Hour PM Peak Hour 8-hour 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Roadway 

Edge 

25 feet 

from 

Roadway 

Edge 

50 feet 

from 

Roadway 

Edge 

100 feet 

from 

Roadway 

Edge 

Maximum CO 

Concentration 

2.0 1.8 1.8 1.7 2.1 1.9 1.9 1.8 1.5 1.4 1.3 1.3 

CAAQS Threshold 20.0 9.0 

Above CAAQS 

Threshold? 

No No No No No No No No No No No No 

NAAQS Threshold 35.0 9.0 

Above NAAQS 

Threshold? 

No No No No No No No No No No No No 

Source: Ramboll 2022 

Notes: AM = ante meridiem (before noon), CAAQS = California Ambient Air Quality Standards, CO = carbon monoxide, EB = Eastbound, LOS = level of service, NAAQS = National 

Ambient Air Quality Standards, NB = Northbound, PM = post meridiem (after noon), ppm = parts per million, SB = southbound, WB = westbound 

OCTOBER 2022 33 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Greenhouse Gas 

Operation of the Project will result in an initial increase in GHG emissions in the air quality and 

GHG study area, but as ridership increases the Project will result in a net decrease in overall 

emissions in both air basins. Emissions in the 2025 scenario are higher in the MDAB than the 

SCAB as a majority of the alignment is located within the MDAB. Additionally, the Hesperia 

traction power substation, which will supply electricity to the Project, is located in the MDAB. In 

the SCAB, the Project will result in a net increase in GHG emissions 338 MT CO2e in the opening 

year. The Project will result in a net decrease in GHG emissions of 13,608 MT CO2e in the 

horizon year 2045 as the ridership increases. In the MDAB, the Project will result in an increase 

in GHG emissions by 9, 612 MT CO2e in the initial operating year, but will result in a net 

decrease in GHG emissions of 20,861 MT CO2e in the MDAB by 2045 (Table 16). Therefore, the 

Project will generate a net reduction in GHG emissions in the MDAB over time. 

Table 15. Operational Greenhouse Gas Emissions in South Coast Air Basin 

Calendar Year1 2025 2045 

Train Trips per Day2 46 90 

Train Trip Length (mi)2 19 19 

Electricity Required to Power Trains (MWh/year) 53,213 104,112 

Carbon Intensity of Electricity (lb CO2e/MWh)3 390.65 0 

GHG Emissions from Electricity Generation (MT CO2e/year) 9,429 0 

Passenger Car VMT Reductions (miles/year)4 32,401,311 64,569,303 

Passenger Car EF (ton CO2e/mile) 3.09E-04 2.32E-04 

Avoided Passenger Car Tailpipe GHG Emissions (MT CO2e/year) 9,091 13,308 

Total Net Annual GHG Emissions due to the Project (MT CO2e/year) 338 -13,608 

Source: Ramboll 2022 

Notes: 1Emissions are calculated for 2025, the first year of full Project operation, and 2045, the Project horizon year. 2The number of trips per day, trip lengths, and electricity required per train mile traveled were all provided by the proponent 

and external consultants. 3The carbon intensifies in 2025 and 2045 are based on the carbon intensity of SCE’s current power mix and adjusted in order to

account for RPS. It is assumed that 47.2 percent of provided electricity will be renewable by 2025, and that 100 percent of 

provided electricity will be renewable based on California Senate Bill (SB) 100. 4Estimated VMT reductions for each subarea in each calendar year as provided by an external traffic consultant. 

lb = pound, mi = mile, MT = metric ton, MWh = megawatt hour, RPS = Renewable Portfolio Standards, SCE = Southern California 

Edison, VMT = vehicle miles traveled 

Table 16. Operational Greenhouse Gas Emissions in Mojave Desert Air Basin 

Calendar Year1 2025 2045 

Train Trips per Day2 46 90 

Train Trip Length (mi)2 30 30 

Electricity Required to Power Trains (MWh/year) 134,020 214,387 

OCTOBER 2022 34 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Calendar Year1 2025 2045 

Carbon Intensity of Electricity (lb CO2e/MWh)3 390.65 0 

GHG Emissions from Electricity Generation (MT CO2e/year) 23,748 0 

Passenger Car VMT Reductions (miles/year)4,5 51,159,965 101,951,532 

Passenger Car EF (ton CO2e/mile) 3.05E-04 2.26E-04 

Avoided Passenger Car Tailpipe GHG Emissions (MT CO2e/year) 14,136 20,861 

Total Net Annual GHG Emissions due to the Project (MT CO2e/year) 9,612 -20,861 

Source: Ramboll 2022 

Notes: 1Emissions are calculated for 2025, the first year of full Project operation, and 2045, the Project horizon year. 2The number of trips per day, trip lengths, and electricity required per train mile traveled were all provided by the proponent 

and external consultants. 3The carbon intensifies in 2025 and 2045 are based on the carbon intensity of SCE’s current power mix, and adjusted in order to 

account for RPS. It is assumed that 47.2 percent of provided electricity will be renewable by 2025, and that 100 percent of 

provided electricity will be renewable based on California Senate Bill (SB) 100. 4Estimated VMT reductions for each subarea in each calendar year as provided by an external traffic consultant. 

5VMT for Air Quality purposes was analyzed by air basin while VMT analyzed in Section 4.12.5.2, Transportation, was evaluated 

by trip endpoint. 

BTU = British thermal unit, kWh = kilowatt hour, lb = pound, mi = mile, MT = metric ton, MWh = megawatt hour, RPS = 

Renewable Portfolio Standards, SCE = Southern California Edison, VMT = vehicle miles traveled 

Overall, construction and operation of the Project will result in emissions of criteria pollutants 

and GHGs. By implementing Mitigation Measures AQ-1 through AQ-3 (described in Section 

4.1.6), Brightline West will ensure emissions are below the applicable thresholds. In addition, as 

ridership increases during the operation period, the Project will reduce emissions of both 

criteria pollutants and GHGs by providing an alternative to passenger car travel and reducing 

VMT within the SCAB and MDAB. These long-term reductions will offset the short-term 

increases in emissions. Furthermore, the Project will not result in CO hotspots within the 

affected environment because traffic associated with the Project will not violate CAAQS and 

NAAQS thresholds at any intersection. 

4.1.5.4 Cumulative Impacts 

This Project, in combination with other past, present, and reasonably foreseeable future 

actions, will convert undeveloped areas to developed ones, resulting in the increase of 

emissions of criteria pollutants and GHGs. This, in part, is due to potential population growth 

and proposed developments, with associated increase in traffic congestion. 

While the Project will result in short-term increases in GHG emissions from construction 

activities in both air basins, with incorporation of Mitigation Measure AQ-1 through AQ-3, the 

Project would be below applicable threshold standards during construction and operation. 

With the potential of population growth within the project area, pollutant and GHG emissions 

associated with cumulative development represents a cumulative impact. Operation of the 

Project would help with the reduction in statewide air pollutants emissions due to a reduction 

in VMT, and would not considerably contribute to the cumulative impact. 

OCTOBER 2022 35 
4.1.6 Avoidance, Minimization, and Mitigation Measures 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Brightline West will implement the following mitigation measures prior to construction. The 

mitigation measures were assumed as part of the air quality modeling and will be required to 

avoid exceedances of criteria pollutant emissions. 

▪ Mitigation Measure AQ-1: Fugitive Dust Control Plan during Construction to Meet Mojave 

Desert Air Quality Management District (MDAQMD) Rule 40311 (Fugitive Dust Control) 

Requirements. 

▪ Consistent with the MDAQMD Rule 403, Brightline West will implement the following 

control measures: 

• Use periodic watering (two times daily) for short-term stabilization of disturbed 

surface area to minimize visible fugitive dust emissions. Use of a water truck to 

maintain moist disturbed surfaces and actively spread water during visible 

dusting episodes will be considered sufficient to maintain compliance. 

▪ Brightline West will take actions sufficient to prevent Project-related trackout onto 

paved surfaces. Actions may include the use of: 

• Gravel or aggregate vehicle tracking pads at temporary site entrances and exits. 

• Wash racks that use pressurized water to clean tires as they pass through. Wash 

racks introduce water to the trackout control system which must be contained 

within the jobsite. 

• Rumble plates, rumble strips, cattle guards that use vibration to shake off debris 

from vehicle tires. 

• Cover loaded haul vehicles while operating on publicly maintained paved 

surfaces. 

• Stabilize graded site surfaces upon completion of grading when subsequent 

development is delayed or expected to be delayed more than 30 days, except 

when such a delay is due to precipitation that dampens the disturbed surface 

sufficiently to eliminate visible fugitive dust emissions. 

• Clean up Project-related trackout or spills on publicly maintained paved surfaces 

within 24 hours. 

• Reduce nonessential earth-moving activity under high wind conditions. A 

reduction in earth-moving activity when visible dusting occurs from moist and 

dry surfaces due to wind erosion will be considered sufficient to maintain 

compliance. 

▪ Alternatively, Brightline West can elect to apply for and obtain an MDAQMD-approved 

Alternative PM10 Control Plan that incorporates emission reducing measures other than 

those defined above, as long as it generates equivalent emission reductions and is 

obtained pursuant to the requirements outlined in MDAQMD Rule 403. 

11 MDAQMD. 2020. Rule 403. 

OCTOBER 2022 36 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Mitigation Measure AQ-2: Fugitive Dust Control Plan during Construction to Meet South 

Coast Air Quality Management District (SCAQMD) Rule 40312 Requirements. 

▪ Brightline West will follow the Best Available Control Measures in Table 1 of Rule 403. 

▪ Mitigation Measure AQ-3: Utilize additional means to reduce construction period emissions 

of air pollutants. 

▪ Brightline West will demonstrate that construction-period emissions of criteria air 

pollutants will not exceed General Conformity de minimis thresholds by integrating 

control measures into approved design-build plans. Examples of control measures 

include the following: 

• All off-road internal-combustion engine construction equipment will be USEPA 

Tier-4 Final certified. 

• All signal boards will be solar-powered. 

All architectural coatings products will contain no more than 250 grams of volatile organic 

compound (VOCs) per liter of coating (2.08 pounds per gallon). 

4.2 Noise and Vibration 

Sound is a physical phenomenon consisting of pressure fluctuations that travel through a 

medium, such as air, and are sensed by the human ear. Noise is considered any unwanted 

sound that interferes with normal activities (e.g., sleep, conversation, student learning) and can 

cause annoyance. Noise sources can be constant or of short duration and contain a wide range 

of frequency (pitch) content. Determining the character and level of sound aids in predicting 

the way it is perceived. 

Ground-borne vibration refers to the fluctuating or oscillatory motion experienced by persons 

on the ground and in buildings near railroad tracks. Ground-borne vibration can lead to groundborne noise, which is a low-volume, low-frequency rumble inside buildings that occurs when 

ground vibration causes the flexible walls of the buildings to resonate and generate noise. 

Ground-borne vibration above a certain threshold can physically damage existing structures. 

The following analysis is based on the Noise and Vibration Technical Report prepared by FRA 

and included as Attachment C to this EA. 

4.2.1 Regulatory Setting 

FRA promulgated the Railroad Noise Emission Compliance Regulations at 49 CFR Part 210. Part 

210 prescribes minimum compliance regulations for enforcement of the Railroad Noise 

Emission Standards established by the EPA in 40 CFR Part 201. 

The FRA guidelines for assessing noise and vibration impacts from high-speed train operations 

(FRA 2012) incorporate and build upon FTA guidelines for conventional rail projects (i.e., those 

with speeds below 90 mph) and their associated stationary facilities (FTA 2018). FRA uses FTA’s 

guidelines for the analysis of fixed facilities, such as storage and maintenance yards, passenger 

stations and terminals, parking facilities, and traction power substation. Impact criteria for fixed 

12 SCAQMD. 2005. Rule 403. 

OCTOBER 2022 37 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

facilities are shown and described in detail in Section 5.2.1 of the Noise and Vibration Technical 

Report (Attachment C). Unless otherwise stated, all noise and vibration impact thresholds 

discussed in Sections 4.2.3 and Section 4.2.5 are based on FRA guidelines. 

4.2.2 Study Area 

The noise study area extends 350 feet on either side of the Project centerline in accordance 

with screening distances established by the FRA (refer to Table 17). This distance represents the 

area where noise has the potential to cause either physical damage or annoyance. Beyond this 

area impacts from project-related noise are either de minimis or imperceptible. Noise-sensitive 

land uses (residences, schools, parks, libraries, and hospitals, etc.) within the noise study area 

are designated as sensitive receptors.13 Additionally, coordination with local FederallyRecognized Native American Tribes revealed concerns about the Project’s potential to increase 

noise levels to the extent that it would disturb the potential cultural setting and landscape in 

areas adjacent to the alignment.14 Given this, the noise analysis considers potential impacts to 

tribal cultural settings and landscape within the noise study area. Please refer to Section 4.11.2 

for a description of the cultural setting within the project area. 

Table 17. Operational Noise Screening Distances 

Existing Noise Environment 

Screening Distance in Feet for HSR1 

90 to 170 mph 170 mph or More 

Existing rail corridor, urban/noisy suburban – unobstructed 300 feet 700 feet 

Existing rail corridor, urban/noisy suburban – obstructed2 200 feet 300 feet 

Existing rail corridor, quiet suburban/rural 500 feet 1,200 feet 

New rail corridor, urban/noisy suburban – unobstructed 350 feet 700 feet 

New rail corridor, urban/noisy suburban – obstructed2 250 feet 350 feet 

New rail corridor, quiet suburban/rural 600 feet 1,300 feet 

Source: FRA 2012 

Notes: 

1 Measured from the centerline of the guideway or rail corridor. Minimum distance is assumed to be 50 feet. 

2 Rows of buildings assumed to be 200, 400, 600, 800, and 1,000 feet parallel to the guideway. 

HSR = high-speed rail 

mph = miles per hour 

Similar to the noise study area, the vibration study area is defined by screening distances 

established by FRA, which are shown in Table 18. As described in the project description, the 

proposed HSR will travel up to 140 mph. Therefore, in accordance with FRA’s guidelines the 

vibration screening distance for this Project is 220 feet from the Project centerline in residential 

areas, which accounts for speeds up to 200 mph. This distance represents the area where 

13 The terms "receptor" and "receiver" are similar but distinct. Receptors represent noise-sensitive locations, such as a backyard or an outdoor 

seating area at a restaurant. Receivers are discreet modeling points that represent receptors. A receiver can represent a single receptor or a 

group of receptors, such as using one receiver to represent a group of residences with similar sound levels. 

14 The United States Bureau of Indian Affairs defines a Federally-Recognized Tribe as an American Indian or Alaskan Native tribe that has a 

government-to-government relationship with the United States with responsibilities, powers, limitations, and obligations that are attached to 

that designation. 

OCTOBER 2022 38 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

vibration has the potential to cause either physical damage or annoyance. Beyond this area 

impacts from project-related vibration are either de minimis or imperceptible. Although the 

screening distance for institutional land uses is only 160 feet for speeds up to 200 mph, this 

analysis uses the higher residential screening distance is used for the entire alignment because 

(1) residential uses are more common than institutional uses within the project corridor and (2) 

the higher screening distance allows for a more conservative impact analysis. 

Table 18. Operational Vibration Screening Distances 

Land Use Screening Distance for HSR (feet from centerline) 

Up to 100 mph Up to 200 mph Up to 300 mph 

Residential 120 feet 220 feet 275 feet 

Institutional 100 feet 160 feet 220 feet 

Source: CSA 2022 

4.2.3 Methodology 

FRA conducted a noise and vibration assessment by first identifying sensitive receptors, then 

considering how Project-generated noise changed at sensitive receptors relative to existing 

noise levels. Additionally, through consultation with Federally-Recognized Tribes, FRA 

considered whether noise and vibration from the Project could impact the traditional cultural 

setting and landscape within the noise study area. 

Existing ambient noise levels was determined through direct measurements at selected sites 

along the proposed alignment in November 2021. These sites were selected to represent a 

range of existing noise conditions within the noise study area. The measurements consisted of 

long-term (24-hour) and short-term (one-hour) monitoring of the A-weighted sound level at 

measurement sites.15 Figure 2 shows the general locations of the eight long-term (LT) and six 

short-term (ST) measurement sites. 

The results of the existing ambient noise measurements, summarized in Table 19, serve as the 

basis for determining the existing noise conditions at all noise-sensitive receptors along the 

proposed rail alignment. 

Table 19. Summary of Existing Noise Measurement Results 

Site 

No. Measurement Location 

Start of 

Measurement 

Date Time 

Meas. 

Duration 

(hrs) 

Noise Level 

(dBA) 

Leq Ldn 

LT-2 7420 Bungalow Way, Rancho Cucamonga 10/27/2021 16:00 24 65.1 71.4 

LT-3 15165 Crane Street, Fontana 11/1/2021 19:00 24 64.6 70.9 

LT-4 3733 Bur Oak Road, San Bernardino 10/27/2021 15:00 24 66.1 71.6 

15 ‘A’-weighted is a sound level meter weighting that makes its readings confirm to a notional human heading response. The ‘A’ weighting 

adjusts the sound pressure level readings to reflect the sensitivity of the human ear. 

OCTOBER 2022 39 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Site 

No. Measurement Location 

Start of 

Measurement 

Meas. 

Duration 

(hrs) 

Noise Level 

(dBA) 

Date Time Leq Ldn 

LT-5 13296 Amargosa Road, Victorville 11/2/2021 16:00 24 72.3 76.4 

LT-6 15665 Kingswood Drive, Victorville 11/2/2021 17:00 24 66.6 71.8 

LT-7 14983 S Culver Road, Victorville 11/2/2021 17:00 24 59.3 68.3 

LT-8 15410 La Paz Drive, Victorville 11/3/2021 12:00 24 76.7 80.5 

LT-9 17251 Dante Street, Victorville 11/3/2021 12:00 24 51.8 65.0 

ST-2 7950 Etiwanda Avenue, Rancho 

Cucamonga 

10/28/2021 15:42 1 65.6 71.9* 

ST-3 Nedlee Avenue, San Bernardino 10/28/2021 12:40 1 68.0 72.7* 

ST-5 Farmington Street and Mariposa Road, 

Hesperia 

11/4/2021 14:09 1 69.2 67.2* 

ST-6 11335 Verde Avenue, Hesperia 11/4/2021 9:00 1 61.3 66.0* 

ST-7 16424 E Street, Victorville 11/4/2021 15:47 1 66.7 64.7 

ST-8 15834 Joshua Street, Victorville 11/4/2021 15:45 1 54.5 52.5 

Source: Ramboll 2022 

Notes: Leq represents the changing sound level over a period of time (in this case either 1 hour or 24 hours, see the “Meas.

Duration” column). Ldn is a 24-hour cumulative A-weighted noise level that includes all noises that occur during a day, with 

a 10-dB penalty for nighttime noise (10 pm to 7 am). 

* At these locations, the Ldn was estimated based on the Leq measurements and similar long-term noise measurement sites 

nearby. 

Measurements of existing vibration were made in November 2021. Measurements were made 

to determine the vibration response characteristics of the ground near vibration-sensitive 

locations in the study area. Six vibration propagation test sites were selected for measurements 

for the Project, as shown in Figure 3. The existing vibration levels are a result of traffic on the I15 freeway. Existing vibration at sensitive receptors within the affected environment is 

negligible. The full results of these measurements are included in the Noise and Vibration 

Technical Report (Attachment C) and summarized in this EA. This qualitative analysis considers 

the potential direct and indirect noise and vibratory impacts of the Project on the communities 

within San Bernardino County, and the cities of Victorville, Hesperia, Rancho Cucamonga, and 

Fontana. 

Since exact equipment and locations were not known at the time of this analysis, analysts 

compared the noise generated by a conservative typical construction scenario comprising the 

type and amount of equipment normally used for this type of project. FRA considered an 

exceedance of the thresholds identified in Table 20 at a specific receptor to be an adverse 

impact. 

OCTOBER 2022 40 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: CSA 2022 

Figure 2. Noise Measurement Site Locations 

OCTOBER 2022 41 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: CSA 2022 

Figure 3. Vibration Measurement Site Locations 

OCTOBER 2022 42 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 20. FRA Construction Noise Assessment Criteria (Maximum Noise Thresholds) 

Land Use 

8-hour Leq (dBA) 

Day Night 

Ldn 

(dBA) 

30-Day Averagea 

Residential 80 70 75 

Commercial 85 85 80* 

Industrial 90 90 85* 

* Twenty-four-hour Leq, not Ldn. 

Source: CSA 2022 

a: A 30-day average is used to assess longer-term effects on the typical ambient noise environment, while 8-hour Leq is 

used to assess more acute noise impacts on particularly loud construction days. 

To evaluate operational noise impacts, FRA compared Project noise with existing noise 

conditions, and land use category, as shown in Table 21. 

Table 21. Land Use Categories and Metrics for Noise Impact Criteria 

Land Use Category Description Noise Metric (dBA) 

1 

Land where quiet is an essential element 

of its intended purpose. Example land 

uses include preserved land for serenity 

and quiet, outdoor amphitheaters and 

concert pavilions, and National Historic 

Landmarks with considerable outdoor 

use. Recording studios and concert halls 

are also included in this category. 

Outdoor Leq(h)* 

2 

This category is applicable to all 

residential land use and buildings where 

people normally sleep, such as hotels and 

hospitals. 

Outdoor Ldn 

3 

This category is applicable to institutional 

land uses with primarily daytime and 

evening use. Example land uses include 

schools, libraries, theaters, and churches 

where it is important to avoid 

interference with such activities as 

speech, meditation, and concentration on 

reading material. Places for meditation or 

study associated with cemeteries, 

monuments, museums, campgrounds, 

and recreational facilities are also 

included in this category. 

Outdoor Leq(h)* 

Source: FRA 2012 

Note: * Leq (Equivalent Sound Level) for the noisiest hour of transit-related activity during hours of noise sensitivity. 

OCTOBER 2022 43 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The noise impact criteria are shown in Figure 4 allows for increasing project noise as existing 

noise levels increase, up to a point at which impact is determined based on project noise alone. 

The noise impact criteria include noise for operational train noise, as well as operational traffic 

noise. The FTA noise impact criteria include the following three levels of impact: 

▪ No Impact: In this range, the Project is considered to have no impact since, on average, the 

introduction of the Project will result in an insignificant increase in the number of people 

highly annoyed by the new project noise. 

▪ Moderate Impact: Project-generated noise in this range is considered to cause impact at 

the threshold of measurable annoyance. Moderate impacts serve as an alert to project 

planners for potential adverse impacts and complaints from the community. Mitigation 

should be considered at this level of impact based on project specifics and details 

concerning the affected properties. 

▪ Severe Impact: Project-generated noise in this range is likely to cause a high level of 

community annoyance. Noise mitigation should be applied for severe impacts where 

feasible. 

Source: CSA 2022 

Figure 4. Noise Impact Criteria for High-Speed Rail Projects 

To analyze construction vibration impacts, FRA used FTA’s construction vibration damage

threshold of 94 vibration decibels (VdB) to represent the level at which vibration could damage 

OCTOBER 2022 44 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

buildings, and 72 VdB to represent the level at which vibration will annoy surrounding 

receptors. For the purposes of this analysis, exceedance of these thresholds was considered an 

impact to buildings and people, respectively. These thresholds are conservative in that they 

represent the level at which only the most sensitive receptors and buildings would be affected. 

The same conservative typical construction scenario was used to identify where these 

thresholds may be exceeded at specific receptors. 

Operational vibration impacts were determined using FRA guidelines shown in Table 22, which 

vary based on land use category and frequency of vibration events. 

Table 22. Ground-Borne Vibration and Noise Impact Criteria 

Land Use Category 

Ground-Borne Vibration Impact Levels 

(VdB re 1 micro-inch /sec) 

Frequent 

Events1 

Occasional 

Events2 

Infrequent 

Events3 

Ground-Borne Noise Impact Levels 

(dBA re 20 micro-Pascals) 

Frequent 

Events1 

Occasional 

Events2 

Infrequent 

Events3 

Category 1: Buildings 

where vibration will 

interfere with interior 

operations 

65 VdB4 65 VdB4 65 VdB4 N/A5 N/A5 N/A5 

Category 2: Residences 

and buildings where 

people normally sleep 

72 VdB 75 VdB 80 VdB 35 dBA 38 dBA 43 dBA 

Category 3: Institutional 

land uses with primarily 

daytime use 

75 VdB 78 VdB 83 VdB 40 dBA 43 dBA 48 dBA 

Source: CSA 2022 

Notes: 

1 Frequent Events is defined as more than 70 vibration events of the same kind per day. 

2 Occasional Events is defined as between 30 and 70 vibration events of the same kind per day. 

3 Infrequent Events is defined as fewer than 30 vibration events of the same kind per day. 

4 This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical 

microscopes. For vibration-sensitive manufacturing or research equipment, a Detailed Vibration Analysis must be performed. 5 Vibration-sensitive equipment is generally not sensitive to ground-borne noise. 

The potential vibration impact from Project operations was assessed on an absolute basis using 

the FRA criterion of 72 VdB for residential land uses with frequent events. The approach used 

for assessing vibration impact generally follows the approach used for the noise impact, except 

that existing vibration was not assumed when evaluating impacts. 

There are no established resource-specific thresholds to determine noise impacts on cultural 

landscapes. As of October 2022, FRA has not received specific information by the Tribes on 

their interpretation of potential impacts to cultural landscapes due to noise or vibration from 

the Project. Therefore, FRA applied its guidelines and thresholds for non-residential land uses 

(i.e., Land Use Category 3) to consider potential impacts to tribal cultural settings and landscape 

within the noise study area.16 At approximately 200 feet, noise from train operations will not 

16 Analysts considered using Land Use Category 1 (land where quiet is an essential element of its intended purpose), but ultimately decided to 

use Land Use Category 3 due to the relatively loud existing noise environment. 

OCTOBER 2022 45 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

result in an impact based on FRA noise criteria for non-residential land uses. This distance is 

applied to consider whether cultural practices, activities, or resources, would experience 

increases to the extent of annoyance with Project-generated noise levels. For vibratory impacts 

to the cultural setting and landscape, FRA applied the FRA criterion of 72 VdB for residential 

land uses with frequent events. For a full discussion of noise and vibration impacts to historic 

properties and other cultural resources, refer to Section 4.11, Cultural Resources. 

4.2.4 Affected Environment 

The affected environment for noise and vibration encompasses a variety of noise-sensitive land 

uses including residential, institutional, commercial, and industrial areas, as well as cultural 

settings and landscape areas defined by Federally-Recognized Tribes. The primary source of 

noise and vibration in the study area are traffic on the I-15 highway and development adjacent 

to the highway. As shown in Table 19, existing noise levels within the study area range from 

52.5 to 80.5 dBA Ldn.17 Existing vibration at sensitive receptors within the noise study area is 

negligible. For a complete discussion of existing noise and vibration levels in the study area, 

refer to Section 5 of the Noise and Vibration Technical Report (Attachment C). 

4.2.5 Environmental Consequences 

Noise impacts would occur when project noise levels exceed ambient noise levels at a sensitive 

receptor as shown in Figure 4. FRA used FTA’s construction vibration damage threshold of 94 

VdB to represent the level at which vibration could damage buildings, and 72 VdB to represent 

the level at which vibration will annoy surrounding receptors. 

4.2.5.1 No Build Alternative 

Under the No Build Alternative, the Project will not be constructed. Therefore, the No Build 

Alternative will not result in any noise or vibration impacts for either operations or construction 

as no other large-scale transportation projects are currently planned for the I-15 corridor. Due 

to anticipated population increases and travel demand along I-15 as discussed in Section 2.3, 

Purpose and Need for the Project, there will likely be increases in highway and local roadway 

noise from increased traffic volumes. 

4.2.5.2 Construction of Build Alternative 

Noise 

Construction of the Project will result in short-term noise impacts to resources in the affected 

environment. Elevated noise levels are associated with construction activities, including 

construction equipment, diesel engines, impact pile driving and jackhammering. Short-term 

noise during construction of the Project may be intrusive to residents near the construction 

sites. Construction activities will primarily occur during daytime hours, consistent with local 

noise ordinances. 

Because exact equipment types and locations are unknown at this time, the conservative 

typical example construction scenario shown in Table 23 was used to identify impacts. Using 

this construction scenario and FTA’s guidance to model construction noise, an 8-hour Leq of 88 

17 dBA is noise metric used as a weighting system, which measures what humans hear in a more meaningful way by reducing the sound levels 

of higher and lower frequency sounds. Ldn is a day-night sound level which is the average noise level over a 24-hour period. The noise level 

measurements between the hours of 10pm and 7am are artificially increased by 10 dB before averaging. 

OCTOBER 2022 46 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

dBA is anticipated at a distance of 50 feet from Project construction sites.18 At some locations, 

more extensive work than what is included in the typical construction scenario will occur, such 

as pile driving for elevated structures, bridges, and retaining walls. 

Table 23. Typical Construction Scenario 

Equipment Type 

Typical Noise Level at 50 

feet (dBA) 

Equipment Utilization 

Factor (%) Leq (dBA) 

Grader 85 50 82 

Backhoe 80 40 76 

Compactor 82 20 75 

Loader 85 20 78 

Roller 74 20 67 

Truck 88 40 84 

Crane, Mobile 83 20 76 

Total 8-hour workday Leq at 50 feet: 88 

Source: CSA 2022 

Under the scenario shown in Table 23 construction noise impacts will be limited because most 

construction will take place in the median of the I-15 corridor, distant from most sensitive 

receptors. Construction noise will exceed the residential thresholds (both daytime and 

nighttime) at three locations at the northern end of the alignment: two hotels located near 

Stoddard Wells Road and one single-family residence on Pepper Tree Drive. Mitigation will be 

incorporated at each of these location to reduce noise impacts. No exceedances of commercial 

or industrial standards will occur. 

Through consultation with Federally-Recognized Tribes under Section 106 of the NHPA, FRA 

sought information as to whether project-related noise could impact traditional cultural 

landscapes, cultural resources, and the cultural setting.19 Increases in noise have the potential 

to impact the cultural setting by disrupting cultural practices and other activities that may occur 

within the broader cultural landscape. Construction activities will occur within the Caltrans 

right-of-way, adjacent to or in the I-15 highway median. Because traffic on I-15 already 

generates noise throughout the corridor and noise from construction activities would be an 

imperceptible increase above existing conditions, it is unlikely the Project will expose these 

resources to noise impacts beyond what they currently experience. Construction noise will also 

be temporary and minimized to the extent possible. 

18 Leq is “equivalent” sound level which represents the changing sound level over a period of time, typically 1 hour or 24 hours in transit noise 

assessments. 

19 FRA will make a formal finding of effect for the Project and seek concurrence from SHPO through the Section 106 process. In its effects 

determination, FRA will consider whether the Project results in significant effects to historic properties and, if applicable, resolve those effects. 

OCTOBER 2022 47 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Vibration 

Based on equipment types shown in Table 24, the potential for damage from most 

construction-related vibration will be limited to within 25 feet of construction activities. For 

impact pile driving, a conservative distance for potential damage is 55 feet. Given that the 

alignment would be constructed primarily within the median of I-15, and therefore separated 

from existing development by at least 100 feet, no impacts are anticipated. Because the exact 

type and placement of construction equipment is not known at this time, FRA will revisit and 

confirm this determination during final design. The vibration levels generated by select 

construction equipment are summarized below in Table 24. 

Table 24. Summary of Potential Construction Vibration Impacts 

Equipment Type 

Typical Vibration Level 

at 25 feet (VdB) 

Distance for Potential 

Damage (ft) 

Distance for Potential 

Annoyance (ft) 

Impact Pile Driving 104 55 290 

Push Piling 84 25 125 

Hoe Ram 87 15 80 

Caisson Drilling 87 15 80 

Loaded Trucks 86 15 75 

Clam Shovel 94 25 135 

Vibratory Roller 94 25 135 

Source: CSA 2022 

4.2.5.3 Operation of Build Alternative 

Noise 

As described in Section 2.3.3 and Section 2.3.4, the Project includes widening the short 

distances of I-15 in some areas to accommodate the new rail alignment. This may create a 

potential operational noise impact associated with the shift in traffic closer to sensitive 

receptors. Operational noise impacts were considered for the locations described below, using 

the operational noise criteria discussed in Section 4.2.2 and shown on Figure 4. At the locations 

described below, the highway widening includes moving portions of I-15 in a manner that 

associated automobile and truck traffic will be shifted toward sensitive receptors to widen the 

median for the Project. These locations are also shown in Figure 5 through Figure 7. At all 

locations, the impacts due to traffic noise are in the low end of the moderate impact range and 

are therefore not considered significant impacts. 

▪ Mojave Drive to N D Street (NB): There are 40 single and multi-family homes along the 

northbound side of the proposed alignment between Mojave Drive and N D Street 

projected to have moderate noise impacts. 

▪ Mojave Drive to N D Street (SB): There are 9 single family homes along the southbound 

side of the proposed alignment between Mojave Drive and N D Street projected to have 

moderate noise impacts. 

OCTOBER 2022 48 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ La Mesa Road to Palmdale Road (NB): There is one hotel along the northbound side of the 

proposed alignment between La Mesa Road and Palmdale Road projected to have a 

moderate noise impact. 

▪ Main Street to La Mesa Road (NB): There are two hotels and 22 single-family homes along 

the northbound side of the proposed alignment between Main Street and La Mesa Road 

projected to have moderate noise impacts. 

▪ Arrow Road to Base Line Road (NB): There are 9 single-family homes along the northbound 

side of the proposed alignment between Arrow Road and Base Line Road projected to have 

moderate noise impacts. 

In addition to traffic noise impacts described above, impacts will occur from operation of the 

new HSR trains as part of the Project. Detailed comparisons of the existing noise and noise 

levels generated by HSR Operation are presented below in Table 25 for residential land uses 

and Table 25 for institutional land uses. These locations are also pictured in Figure 5 through 

Figure 7. As with traffic noise impacts, noise impacts from HSR operation are in the low end of 

the moderate impact range and are therefore not considered significant impacts. 

Table 25. Summary of Residential Noise Impacts from HSR Operations 

Location 

Side 

of 

Track 

Distance 

to Near 

Track 

(ft) 

Max 

Train 

Speed 

(mph) 

Existing 

Noise Level 

(Ldn, dBA) 

Noise Level (Ldn, dBA) 

Project 

Impact 

Criteria 

Mod. Sev. 

Type and # of 

Impacts 

Mod. Sev. 

Section 1 – High Desert 

Victor Valley station 

to N D St NB 359 100 65 57 61 66 0 0 

Victor Valley station 

to N D St SB 165 100 65 62 61 66 2 0 

N D St to Mojave Dr NB 122 90 81 63 65 75 0 0 

N D St to Mojave Dr SB 137 90 81 62 65 75 0 0 

Mojave Dr to 

Palmdale Rd NB No noise sensitive receivers. 

Mojave Dr to 

Palmdale Rd SB 129 80 68 62 63 68 0 0 

Palmdale Rd to La 

Mesa Rd NB 160 140 72 65 65 71 0 0 

Palmdale Rd to La 

Mesa Rd SB 202 140 76 63 65 74 0 0 

La Mesa Rd to Main 

St NB 163 140 76 65 65 74 0 0 

OCTOBER 2022 49 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Location 

Side 

of 

Track 

Distance 

to Near 

Track 

(ft) 

Max 

Train 

Speed 

(mph) 

Existing 

Noise Level 

(Ldn, dBA) 

Noise Level (Ldn, dBA) 

Type and # of 

Impacts 

Project 

Impact 

Criteria 

Mod. Sev. Mod. Sev. 

La Mesa Rd to Main 

St SB 272 140 76 61 65 74 0 0 

Main St to Oak Hill Rd NB 422 120 67 57 62 68 0 0 

Main St to Oak Hill Rd SB 231 80 67 58 62 68 0 0 

Section 2 – Cajon Pass 

Oak Hill Rd to W 

Kenwood Ave NB No noise sensitive receivers. 

Oak Hill Rd to W 

Kenwood Ave SB No noise sensitive receivers. 

Section 3- Greater Los Angeles 

W Kenwood Ave to 

Sierra Ave NB 212 140 72 63 65 71 0 0 

W Kenwood Ave to 

Sierra Ave SB No noise sensitive receivers. 

Sierra Ave to Rt 210 NB No noise sensitive receivers. 

Sierra Ave to Rt 210 SB 256 140 71 61 65 70 0 0 

Rt 210 to Base Line 

Rd NB 245 140 71 62 65 70 0 0 

Rt 210 to Base Line 

Rd SB 217 140 71 63 65 70 0 0 

Base Line Rd to Arrow 

Route NB 177 140 71 64 65 70 0 0 

Base Line Rd to Arrow 

Route SB 164 140 71 65 65 70 0 0 

Arrow Route to 

Rancho Cucamonga 

station 

NB No noise sensitive receivers. 

Arrow Route to 

Rancho Cucamonga 

station 

SB No noise sensitive receivers. 

Total: 2 0 

Source: CSA 2022 

OCTOBER 2022 50 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 26. Summary of Institutional Noise Impacts from HSR Operations 

Name Location 

Side 

of 

Track 

Distance 

to Near 

Track 

(ft) 

Max 

Train 

Speed 

(mph) 

Existing 

Noise 

Level 

(Leq, 

dBA) 

Noise Level (Leq, dBA) 

Project 

Impact 

Criteria 

Mod. Sev. 

Type and # 

of Impacts 

Mod. Sev. 

Section 1 – High Desert 

Grace 

Christian 

Preschool 

Palmdale 

Rd to La 

Mesa Rd 

SB 423 140 72 57 70 76 0 0 

Victor 

Valley 

Apostolic 

Church 

Palmdale 

Rd to La 

Mesa Rd 

SB 430 140 72 56 70 76 0 0 

Desert View 

Memorial 

Park 

La Mesa Rd 

to Main St SB 161 120 61 61 63 69 0 0 

Section 3 – Greater Los Angeles* 

Summit 

Water of 

Life Church 

Sierra Ave 

to Rt 210 NB 329 140 65 58 65 71 0 0 

Sacred 

Heart Parish 

School 

Base Line 

Rd to 

Arrow 

Route 

NB 239 80 66 56 66 72 0 0 

Source: CSA 2022 

Note: *There are no institutional receptors in Section 2. 

OCTOBER 2022 51 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: CSA 2022 

Figure 5. Noise Impact Locations (1 of 3) 

OCTOBER 2022 52 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: CSA 2022 

Figure 6. Noise Impact Locations (2 of 3) 

OCTOBER 2022 53 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: CSA 2022 

Figure 7. Noise Impact Locations (3 of 3) 

OCTOBER 2022 54 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

As previously mentioned, the Federally-Recognized Tribes also expressed concerns about 

changes to the cultural landscape through increased noise from train operations. As discussed 

below in Section 4.2.6.2, due to the existing noise environment, changes to existing noise levels 

during project operation are not anticipated to be significant, as noise from the train is 

anticipated to dissipate over 200 feet. FRA did not identify any cultural resources within 200 

feet of the rail alignment and is not aware of any traditional practices that would occur within 

this distance. As a result, operation of the Project will not significantly alter noise levels within 

the traditional cultural landscape or impact use of the landscape. 

Vibration 

Operational vibration generated in each section of the Project is presented in Table 27 for 

residential land uses and Table 28 for institutional land uses. Each table lists the locations of the 

closest receptor for each location, the distance to the near track, the train speed, and the 

projected vibration level in each location. As shown in Table 27 and Table 28, the Project will 

not result in significant vibration impacts at any residential or institutional locations because 

the thresholds discussed in Section 4.2.3 will not be exceeded. 

Table 27. Summary of Residential Vibration Impacts 

Location 

Side of 

Track 

Distance 

to Near 

Track (ft) 

Max Train 

Speed 

(mph) 

Project 

Levels 

(VdB) 

Impact 

Criteria 

(VdB) 

# of 

Impacts 

Section 1 – High Desert 

Victor Valley station to N D St NB 192 100 57 72 0 

Victor Valley station to N D St SB 165 100 58 72 0 

N D St to Mojave Dr NB No vibration sensitive receivers. 

N D St to Mojave Dr SB 137 90 58 72 0 

Mojave Dr to Palmdale Rd NB No vibration sensitive receivers. 

Mojave Dr to Palmdale Rd SB 129 80 57 72 0 

Palmdale Rd to La Mesa Rd NB 160 140 60 72 0 

Palmdale Rd to La Mesa Rd SB 202 140 60 72 0 

La Mesa Rd to Main St NB 163 140 60 72 0 

La Mesa Rd to Main St SB 272 140 59 72 0 

Main St to Oak Hill Rd NB 422 120 68 72 0 

Main St to Oak Hill Rd SB 477 120 68 72 0 

Section 2 – Cajon Pass 

Oak Hill Rd to W Kenwood Ave NB No vibration sensitive receivers. 

Oak Hill Rd to W Kenwood Ave SB No vibration sensitive receivers. 

OCTOBER 2022 55 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Location 

Side of 

Track 

Distance 

to Near 

Track (ft) 

Max Train 

Speed 

(mph) 

Project 

Levels 

(VdB) 

Impact 

Criteria 

(VdB) 

# of 

Impacts 

Section 3 – Greater Los Angeles 

W Kenwood Ave to Sierra Ave NB 212 140 58 72 0 

W Kenwood Ave to Sierra Ave SB No vibration sensitive receivers. 

Sierra Ave to Rt 210 NB No vibration sensitive receivers. 

Sierra Ave to Rt 210 SB 256 140 69 72 0 

Rt 210 to Base Line Rd NB 245 140 50 72 0 

Rt 210 to Base Line Rd SB 217 140 52 72 0 

Base Line Rd to Arrow Route NB 177 140 54 72 0 

Base Line Rd to Arrow Route SB 164 140 55 72 0 

Arrow Route to Rancho Cucamonga 

station NB No vibration sensitive receivers. 

Arrow Route to Rancho Cucamonga 

station SB No vibration sensitive receivers. 

Total: 0 

Source: CSA 2022 

Table 28. Summary of Institutional Vibration Impacts 

Name Location 

Side of 

Track 

Distance 

to Near 

Track 

(ft) 

Max 

Train 

Speed 

(mph) 

Project 

Levels 

(VdB) Criteria 

# of 

Impacts 

Section 1 – High Desert 

Grace Christian 

Preschool 

Palmdale Rd to La 

Mesa Rd SB 423 140 59 83 0 

Victor Valley 

Apostolic Church 

Palmdale Rd to La 

Mesa Rd SB 430 140 58 83 0 

Desert View 

Memorial Park La Mesa Rd to Main St SB 161 120 59 83 0 

Section 3 – Greater Los Angeles* 

Summit Water of 

Life Church Sierra Ave to Rt 210 NB 329 140 68 83 0 

Sacred Heart 

Parish School 

Base Line Rd to Arrow 

Route NB 239 80 46 83 0 

Source: CSA 2022; *There are no institutional receptors in Section 2. 

OCTOBER 2022 56 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

As shown in Table 27 and Table 28, the closest identified sensitive receptors are located 

approximately 130 feet from the new track. Even at this distance, Project-related vibration 

would only reach 57 VdB, which is well below the human receptor impact criteria of 72 VdB. 

Because no cultural resources have been identified within 200 feet of the rail alignment, the 

Project will not result in significant impacts to the cultural landscape. 

4.2.5.4 Cumulative Impacts 

Construction of the Project in combination with other past, present, and reasonably 

foreseeable future actions within the project area would result in noise effects that would last 

for the duration of construction activities, but would not be permanent. It is possible that 

multiple projects in urban areas along I-15, such as projects implemented pursuant to local 

general and specific plans as well as transportation projects (e.g., Interstate 15 Interchange 

Reconstruction Project and the I-15 Pavement Rehabilitation Project) - could be under 

construction at the same time as the Project. Together with the Project, construction of these 

projects could result in exceedance of noise generated at sensitive receptors. However, 

construction of the project would occur in areas of predominantly vacant land, where 

construction of the Project would not result in noise impacts because there are few existing and 

reasonably anticipated sensitive receptors. 

Operation of the Project and other transportation projects could contribute to noise effects on 

adjacent sensitive receptors. Operation of nearby projects could result in the increase of the 

existing noise environment. However, the proposed rail alignment would be adjacent to large 

areas of vacant land, and few sensitive receptors. Therefore, in combination with past, present, 

and reasonably foreseeable future actions, the Project would not cumulatively increase noise 

within the project area. 

4.2.6 Avoidance, Minimization, and Mitigation Measures 

Brightline West will implement the following noise mitigation measures to avoid, minimize, 

and/or mitigate all impacts identified above. 

4.2.6.1 Construction 

Mitigation Measure NOI-1: Brightline West will require the contractors to prepare a detailed 

Noise Control Plan. A noise control engineer or acoustician will work with the contractor to 

prepare a Noise Control Plan in conjunction with the contractor’s specific equipment and 

methods of construction. 

Mitigation Measure NOI-2: Brightline West will comply with all applicable local noise 

regulations. The following measures will be applied as necessary to minimize temporary 

construction noise and vibration impacts: 

▪ Avoid nighttime construction in residential neighborhoods, 

▪ Locate stationary construction equipment as far as possible from noise-sensitive sites, 

▪ Construct noise barriers, such as temporary walls or piles of excavated material, between 

noisy activities and noise-sensitive receivers, 

▪ Route construction-related truck traffic to roadways that will cause the least disturbance to 

residents, and 

OCTOBER 2022 57 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Use alternative construction methods to minimize the use of impact and vibratory 

equipment (e.g., pile-drivers and compactors). 

4.2.6.2 Operation 

Significant impacts requiring mitigation are not anticipated, and Brightline West will comply 

with all permitting conditions, and any applicable requirements. 

4.3 Wetland and Stream Areas 

Water resources are surface waters and groundwater that are vital to society; they are 

important in providing drinking water and in supporting recreation, transportation and 

commerce, industry, agriculture, and aquatic ecosystems. This impact category includes surface 

waters and wetlands. These resources do not function as separate and isolated components of 

the watershed but rather as a single, integrated natural system. Disruption of any one part of 

this system can have consequences to the functioning of the entire system. 

The following analysis is based on the Wetlands and Streams Technical Report prepared by 

HNTB and included as Attachment D to this EA. 

4.3.1 Regulatory Setting 

The Project is expected to be subject to the exclusive jurisdiction of the STB and thus Federal 

law. As such, the Clean Water Act of 1972, as amended, governs actions affecting aquatic 

resources in the study area. Specifically, Section 401, requires that applicants applying for a 

Federal license or permit to conduct activities that may result in a discharge into WOTUS must 

obtain certification that the discharge would not violate water quality standards, including 

water quality objectives and beneficial uses. The SWRCB issues the Section 401 certification for 

the Project. Section 402 of the Clean Water Act requires that a discharge of any pollutant or 

combination of pollutants to surface waters that are deemed waters of the United States be 

regulated by a National Pollutant Discharge Elimination System (NPDES) permit. Section 404 of 

the Clean Water Act (33 U.S.C. Section 1344) primarily governs the discharge of dredged or fill 

material into Waters of the United States (WOTUS) within the study area. WOTUS are defined 

in 33 CFR Part 328 and include navigable waters, interstate waters, territorial seas, other waters 

that are, were, or may be used in interstate or foreign commerce, tributaries, lakes, ponds, 

impoundments of jurisdictional water, and adjacent wetlands. USACE have jurisdiction over all 

WOTUS. Similarly, Section 10 of the Rivers and Harbors Appropriation Act of 1899 (33 U.S.C. 

Section 403) requires authorization by the Secretary of the Army, through the USACE, for the 

construction of structures in or over navigable rivers. If project proponents require substantial 

discharge of fill or dredged materials into a WOTUS, a Nationwide Permit or Individual Permit is 

required. If project work affects the course, location, or condition of the navigable water, a 

Section 10 permit is required. Accordingly, the USACE administers Section 404 and Section 10 

permits. 

The Lahontan Regional Water Quality Control Board (RWQCB) and Santa Ana RWQCB oversee 

surface water and groundwater within the study area. The Lahontan Basin Plan is the basis for 

the Lahontan RWQCB’s regulatory program. It sets forth water quality standards for the surface 

and ground waters of the Lahontan Region. The Santa Ana River Basin Plan includes the water 

quality standards (water quality objectives, beneficial uses, and anti-degradation policy) for the 

OCTOBER 2022 58 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Region, regionally important water quality management and improvement initiatives, policies, 

and practices for implementing water quality standards, and implementation plans. 

4.3.2 Study Area 

Wetlands and other aquatic resources in the study area were identified based on review of the 

existing available information and field surveys. In October and November 2021, biologists 

performed field investigations to identify aquatic resources in the study area. The study area 

represents the limits of disturbance (LOD), which include proposed railway and related 

infrastructure, such as the rail stations and power stations, as well as construction areas and 

temporary staging areas. 

4.3.3 Methodology 

Wetlands and other aquatic resources in the study area were identified based on review of the 

existing available information and field surveys. In October and November 2021, biologists 

performed field investigations to identify aquatic resources in the study area. The data 

collected in the field reviews described in Section 4.3.2 were incorporated into a geographic 

information systems (GIS) database. This qualitative analysis considers the Project’s potential 

direct and indirect impacts of wetlands and streams within the communities of San Bernardino 

County, and the cities of Victorville, Hesperia, Rancho Cucamonga, and Fontana. Biologists then 

reviewed the preliminary design plan for the Project and estimated potential impacts on the 

wetland by overlaying the preliminary design plan against the field-verified wetland boundary. 

For other aquatic resources such as streams and drainage systems, biologists evaluated 

potential impacts by reviewing field results and the preliminary design including profiles and 

cross sections. 

4.3.4 Affected Environment 

FRA identified one wetland and numerous other surface waters and features in the affected 

environment. Based on the existing document review and field investigation, the Mojave River 

and its associated wetland are WOTUS. Approximately 48 other drainage features were 

identified in the affected environment, consisting of ephemeral washes, intermittent stream 

channels, and human-made ditches. Jurisdictional determination of these 48 drainage features 

in the affected environment are currently in progress through coordination with the USACE. 

More information can be found in the Wetlands and Streams Technical Report (Attachment D). 

4.3.5 Environmental Consequences 

4.3.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger high-speed rail (HSR) 

system in the median and immediately alongside the I-15 highway between Victor Valley and 

Rancho Cucamonga. The existing I-15 corridor will remain operational without improving the 

major points of congestion or transportation capacity deficiencies along the highway. The No 

Build Alternative will not result in temporary or permanent impacts to wetlands and streams, as 

no activities or construction within or adjacent to wetlands or streams will occur. 

OCTOBER 2022 59 
4.3.5.2 Construction of Build Alternative 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Railway 

Temporary impacts from project construction on aquatic resources are anticipated because the 

Project will cross the Mojave River wetland, the Mojave River, and other drainage features. 

Construction of bridges, over the Bell Mountain Wash, Mojave River, Brush Creek, Cleghorn 

Creek, Cajon Wash/Creek and Lytle Creek, will involve work in the ordinary high-water mark 

(OHWM). Placement of columns needed for those bridge spans may involve phased 

construction with flow diversion BMPs, such as gravel bag berms placed around the work areas 

during construction in the streambed. This will allow water to flow around the construction 

area and reduce potential for construction material to reach the waterway during a storm 

event. Staging, equipment storage, and stockpiling will occur outside the OHWM. The Project 

may require temporary soil disturbance and vegetation clearing within the Mojave River 

riparian area and in and around other drainages along the corridor. The estimated temporary 

ground disturbance acreages below the OHWM associated with the construction of bridge 

columns are provided in Table 29. 

Table 29. Estimated Temporary Ground Disturbance Below OWHM 

Crossing Name Project Section Temporary Ground Disturbance (acres) 

Lytle Creek 3 4.55 

Cajon Wash/Creek 3 1.11 

Cleghorn Creek 2 0.57 

Brush Creek 2 0.29 

Mojave River 1 0.01 

Bell Mountain Wash 1 0.11 

Total 6.64 

Source: HNTB 2022 

The Project will avoid and minimize effects on the Mojave River wetland and other aquatic 

resources to the extent feasible during construction by developing and implementing best 

management practices (BMPs) and other measures such as a Temporary Erosion and Sediment 

Control Plan (TESC), Stormwater Pollution Prevention Plan (SWPPP), and Spill Prevention, 

Control, and Countermeasure Plan (SPCC). In addition, the Project will comply with all 

applicable conditions that result from the Clean Water Act Section 404 permit. Section 402 

permit, and Section 401 water quality certification. 

Hesperia Station and Rancho Cucamonga Station 

No aquatic resources were identified in the temporary or permanent footprint for the proposed 

Hesperia and Rancho Cucamonga stations. Therefore, station construction will not impact 

wetlands or streams in the proposed station areas. 

OCTOBER 2022 60 
4.3.5.3 Operation of Build Alternative 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Railway 

Operational impacts will include permanent effects on some drainages due to installation of 

new bridge support structures. Most drainage features will not be affected because the 

proposed bridge structures will span the entire feature without placing any structures in the 

channels. Debris Cone Creek, Cajon Wash/Creek, and Lytle Creek crossings, however, will 

require new structures in the channels. All crossings will result in less than 0.1 acre of 

permanent fill. Additionally, new structures will be placed within the Mojave River wetland. The 

Project will have no permanent impacts on the Mojave River itself, but a small portion (less 

than 0.01 acre) of the Mojave River wetland will be permanently impacted. Total avoidance of 

the wetland is not possible because piers in the wetland will be required to allow the Project to 

span over the Mojave River active channel. Modifications to existing culverts and newly 

designed culverts, if any, will be designed to maintain existing conveyance patterns of the 

drainage features that cross existing roadways and will not alter flow conditions or functions of 

the drainage features. The Project will maintain the existing drainage flows throughout the 

affected environment and will not significantly alter the functions of the existing aquatic 

resources. This impact will be minimal; and no avoidance, minimization, or mitigation measures 

will be required. 

Hesperia Station and Rancho Cucamonga Station 

No aquatic resources were identified in the temporary or permanent footprint for the proposed 

Hesperia and Rancho Cucamonga stations. Therefore, operation of the stations will not impact 

wetlands or streams in the proposed station areas. 

4.3.5.4 Cumulative Impacts 

The Project, in combination with other past, present, and reasonably foreseeable future 

actions, will convert undeveloped areas to developed ones, resulting in loss of wetlands and 

stream areas. 

Implementation and development of avoidance and minimization approaches could reduce 

cumulative effects on wetlands and stream areas. Preserving and conversing wetlands and 

stream areas in addition to other water resources will help to reduce cumulative effects on 

wetlands and stream areas. 

4.3.6 Avoidance, Minimization, and Mitigation Measures 

4.3.6.1 Design 

Brightline West will design the Project to avoid and minimize environmental impacts. The 

proposed rail alignment will be restricted to existing transportation corridors. Most bridges will 

avoid permanent impacts below the OHWM of aquatic resources, avoiding effects on the 

Mojave River and its associated wetland as well as other drainage features. Where full spans 

over a drainage channel or a wetland cannot be achieved because of design constraints, 

Brightline West will design the Project to minimize impacts by placing support structures above 

the OHWM or outside of a wetland. 

OCTOBER 2022 61 
4.3.6.2 Best Management Practices 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

During construction, Brightline West will implement BMPs to minimize impacts on aquatic 

resources. In addition, the Project will comply with all applicable conditions that result from the 

Clean Water Act Section 404 permit, Section 402 permit, and Section 401 water quality 

certification. 

Aquatic Resource Identification and Restoration 

Requirements of the permits, agreements, and certifications will be implemented in the 

construction phase of the Project. A USFWS-approved Biologist will be on site prior to and 

during construction of the Project to identify and protect aquatic resources. The biologist will 

define the boundaries of the aquatic resources and will supervise the placement of exclusion 

fencing to protect those areas during all project activities. Additionally, a silt fence around the 

construction areas adjacent to aquatic resources will protect the resources, including WOTUS, 

from runoff and spills associated with construction activities, if any. 

Aquatic resources that are affected by construction activities (e.g., clearing, ground 

disturbance) will be restored with native vegetation after construction is complete. Restoration 

plans will be reviewed and approved by the applicable regulatory agencies. Monitoring efforts 

will be ongoing throughout the construction phase to ensure that all components of the 

compliance documents are adhered to during construction. 

Temporary Erosion and Sediment Control 

A temporary erosion and sediment control plan will be developed for construction of the 

railway, stations, and maintenance facilities and will be employed to control erosion from 

disturbed areas. Standard erosion control BMPs, such as management, structural, and 

vegetative controls, will be identified in the plan and will be implemented for all construction 

activities that expose soil. These BMPs will be selected to achieve maximum sediment removal 

and to represent the best available science and technology practicable. BMPs will be regularly 

inspected and maintained throughout construction. Some BMPs for rail installation include but 

are not limited to: 

▪ Installation of erosion control material consisting of silt fences along the outside limits of 

construction. 

▪ Implementing wind erosion control practices on all stockpiled materials. 

▪ Stripping and transporting topsoil to stockpile for use in the restoration of temporary 

ground disturbances. 

▪ Preservation of existing vegetation as much as practicable. 

▪ Establishment of native grass or other native vegetative cover on the construction site as 

soon as possible after disturbance. Non-native seeds or vegetation will not be used. 

▪ Controlled erosion in disturbed areas by grading so that direct routes for conveying runoff 

to drainage channels are eliminated. 

▪ Compliance with all applicable conditions and mitigation requirements that result from the 

permits, certifications, and agreements. 

OCTOBER 2022 62 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Stormwater Pollution Prevention Plan 

Prior to beginning construction activities, a stormwater pollution prevention plan will be 

developed and implemented, thereby reducing the likelihood that stormwater will carry any 

sediments or spilled contaminants to drainages. The Project will comply with all applicable 

conditions and mitigation requirements that result from the permits, certifications, and 

agreements. 

Spill Prevention, Control, and Countermeasure Plan 

As part of the approved Storm Water Pollution Prevention Plan (SWPPP), a spill prevention, 

control, and countermeasure plan will be developed to reduce the potential for accidental 

chemical spills or releases of contaminants, including any non-stormwater discharge to 

drainage channels and outline measures to use in the case of a spill. BMPs in this plan may 

include but are not limited to: 

▪ Inspecting the project site for spills daily; document spills weekly and before and after every 

rainfall event. 

▪ Having equipment and materials for cleanup of spills and leaks available on site; 

immediately cleaning up spilled or leaked material, and properly disposing of the material. 

▪ Protecting stockpiled materials. 

▪ Complying with all applicable conditions and mitigation requirements of permits, 

certifications, and agreements related to the Project. 

If a spill is reportable, a superintendent will notify appropriate agencies and the contractor will 

take action to contact any other appropriate safety and cleanup crews to ensure the plan is 

followed. A written description of reportable releases will be submitted to the appropriate 

agency and will include a description of the release, including the type of material, an estimate 

of the amount spilled, the date of the release, an explanation of why the spill occurred, and a 

description of the steps taken to prevent future releases. 

4.3.6.3 Mitigation Measures 

Brightline West will coordinate with USACE to obtain a jurisdictional determination for aquatic 

resources. If applicable, Brightline West will obtain any required permits and implement any 

permit conditions. 

4.4 Floodplains 

Floodplains are lowland areas adjoining inland and coastal waters which are periodically 

inundated by flood waters, including flood-prone areas of offshore islands. Floodplains are 

often discussed in terms of the 100-year flood. The 100-year flood is a flood having a 1 percent 

chance of occurring in any given year. The 100-year flood is also known as the base flood. 

Floodplains are valued for their natural flood and erosion control, enhancement of biological 

productivity, and socioeconomic benefits and functions. 

The following analysis is based on the Floodplains Technical Report prepared by HNTB and 

included as Attachment E to this EA. 

OCTOBER 2022 63 
4.4.1 Regulatory Setting 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Executive Order 11988 “Floodplain Management” and USDOT Order 5650.2, Floodplain 

Management and Protection, addresses floodplain issues related to public safety, conservation, 

and economics and requires that Federal agency construction, permitting, and funding of a 

project: 

▪ Identify risks of the action: The Project will cross the Flood Emergency Management 

Administration (FEMA) high-risk flood zones of the Etiwanda Creek/Channel, Mojave River, 

and Lytle Creek. 

▪ Avoid incompatible floodplain development: The Project will not support incompatible 

floodplain development because no new permanent access to the floodplains will be 

created by the proposed bridges and structures and flow rates and water quality within the 

floodplains will remain unchanged. 

▪ Be consistent with the standards and criteria of the National Flood Insurance Program 

(NFIP): Locations where the Project crosses high risk flood zones identified by the NFIP 

Flood Insurance Rate Maps (FIRMs) are described above and the crossings will be designed 

to avoid and or minimize any anticipated rises in base flood elevations to within FEMA NFIP 

standards and criteria. 

▪ Restore and preserve natural and beneficial floodplain values: Bridge locations where the 

Project crosses the floodplains will be placed adjacent to existing transportation corridors 

that already cross the floodplains and with piers placed outside wetland habitat to the 

maximum extent practicable to maintain beneficial uses of the floodplain. 

▪ Address measures to minimize any net rise in floodplain level: When Project features are 

located in the floodplain, the base elevation of the railway structure will be elevated above 

the 100-year floodplain and features such as piers will be located to avoid impacts to 

existing conditions such as in-line with existing bridge piers for structures adjacent to the 

Project. 

4.4.2 Study Area 

The study area for floodplains is defined separately for areas not crossing the floodplain and 

those that do. For those areas not crossing the floodplain, the study area is defined as the LOD. 

For areas crossing the floodplain, the study area includes the LOD and the entirety of the 

affected floodplain as mapped by FEMA to study the Project’s effect on these floodplains. 

Based on review of the FEMA FIRMs, the study area includes two high-risk flood hazard zones: 

A and AE. Both zones are subject to inundation by 1-percent-annual-chance (100-year) flood 

events. Zone A flood zones do not have Base Flood Elevations (BFEs) because detailed hydraulic 

analyses have not been performed, as opposed to the Zone AE flood zones that provide BFEs. 

Zone A: high-risk flood zones at Lytle Creek and Lytle Creek Wash in unincorporated San 

Bernardino County and Rialto. 

Zone AE: high-risk flood zones at the Mojave River in Victorville and at the Etiwanda 

Channel/Creek in Fontana and Rancho Cucamonga. 

OCTOBER 2022 64 
4.4.3 Methodology 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

FEMA Flood Insurance Rate Maps (FIRMs) were reviewed to identify the location of high-risk 

flood zones within the study area. Existing design information was then reviewed to determine 

if the Project will affect identified flood zones by placing fill, including structures, within the 

floodplain. This qualitative analysis considers the potential direct and indirect floodplain 

impacts of the Project on the communities within San Bernardino County, and the cities of 

Victorville, Hesperia, Rancho Cucamonga, and Fontana. 

Preliminary, one-dimensional, hydraulic models were developed, using the Hydraulic 

Engineering Centers-River Analysis System (HEC-RAS) computer program, to analyze the 

potential effects of the Project on the upstream water surface during the 100-year storm event 

at the Project crossings of the Mojave River and Lytle Creek. Pre-project and post-project 

scenarios were developed for each of the two sites. 

4.4.4 Affected Environment 

Based on review of the FEMA FIRMs, the affected environment includes two high-risk flood 

hazard zones: A and AE. Both zones are subject to inundation by 1-percent-annual-chance 

(100-year) flood events. Zone A flood zones do not have Base Flood Elevations (BFEs) because 

FEMA has not performed detailed hydraulic analyses, as opposed to the Zone AE flood zones 

that have BFEs.20 

Zone A: high-risk flood zones at Lytle Creek and Lytle Creek Wash in unincorporated San 

Bernardino County and Rialto. 

Zone AE: high-risk flood zones at the Mojave River in Victorville and at the Etiwanda 

Channel/Creek in Fontana and Rancho Cucamonga. 

4.4.5 Environmental Consequences 

Impacts on floodplains include alterations to the floodplain that significantly impact the natural 

and beneficial floodplain values. Natural floodplains provide benefits like reducing flood-related 

hazards by slowing runoff and storing flood water. Floodplains also often contain wetlands and 

other important ecological areas such as fish and wildlife habitat, which directly benefit the 

quality of the local environment. 

4.4.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

and immediately alongside the I-15 highway between Victor Valley and Rancho Cucamonga. 

The existing I-15 corridor will remain operational without improving the major points of 

congestion or transportation capacity deficiencies along the highway. The No Build Alternative 

will not result in temporary or permanent impacts to floodplains, as no activities or 

construction within floodplains will occur. 

20 The affected environment does not include the Cajon Wash Zone A high-risk flood zone, which is located downstream of the study area in 

unincorporated San Bernardino County, and the Hawker-Crawford Channel Zone A high-risk flood zone, located adjacent to the study area in 

Rancho Cucamonga. 

OCTOBER 2022 65 
4.4.5.2 Construction of Build Alternative 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Railway 

Project construction will involve the use of heavy, earth-moving equipment in the floodplains of 

the Mojave River and Lytle Creek, and near the floodplains of Etiwanda Channel and HawkerCrawford Channel. Most of the railway construction activities will occur on Caltrans right-ofway and will comply with the State Construction General Permit (CGP) during all stages of 

construction. Placement of bridge columns in the streambeds of the Mojave River and Lytle 

Creek will involve phased construction with flow diversion BMPs. The bridge columns will be 

placed next to existing I-15 bridge columns to minimize potential impacts and will result in 

minimal redirection of flood flows and net rise. 

Project construction activities within floodplains will likely result in temporary impacts such and 

minor erosion and runoff on floodplains. These activities could include vegetation clearing, soil 

disturbance, and construction of bridge piers and abutments. Disturbed areas will be restored 

after construction and bridge elements will be constructed in phases with flow diversion BMPs 

protecting the construction site, and no long-term impacts are anticipated. Any dewatering or 

diversion of flows within track sections during construction will be done in accordance with 

State and local requirements. 

Hesperia Station and Rancho Cucamonga Station 

The construction footprints of the proposed Hesperia and Rancho Cucamonga stations are not 

located within Federal Emergency Management Agency (FEMA)-mapped floodplains. 

Therefore, station construction will not impact floodplains or water surface elevations in the 

proposed station areas. 

4.4.5.3 Operation of Build Alternative 

Railway 

The Project will cross the FEMA high-risk flood zones of the Etiwanda Creek/Channel, Mojave 

River, and Lytle Creek. At the Etiwanda Creek/Channel crossing, the Project will fully span the 

floodplain, but will not result in impacts because the Etiwanda floodway is contained within the 

channel. Bridge columns will be placed within the floodplains of the Mojave River and Lytle 

Creek. The bridge columns will be placed next to existing I-15 bridge columns to minimize 

potential impacts and will result in minimal redirection of flood flows and net rise. Preliminary 

Hydraulic Engineering System River Analysis System (HEC-RAS) modeling was conducted for the 

pre-and post-Project condition for Lytle Creek and the Mojave River. HEC-RAS modeling is 

designed to provide flow simulations through one and two-dimensional hydraulic calculations. 

Based on this modeling, surface water elevation for Lytle Creek is not anticipated to increase. 

Surface water elevation in the Mojave River Channel is anticipated to rise by 1.9 inches, which 

is within the allowable increase of FEMA regulations. 

New bridge columns will be next to, but not within, the high-risk flood zones of the Cajon Wash 

and the Hawker-Crawford Channel. At Cajon Wash, bridge columns will be located upstream of 

the mapped floodplain and, therefore, will not affect downstream water surface elevations. 

FEMA mapping shows the Hawker-Crawford Channel to overtop during the 100-year storm 

event, though the floodplain remains in a low-lying area that is below the grade of the 

OCTOBER 2022 66 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

proposed Project. In both cases, the Project will be outside the floodplain, and Project 

improvements will have no impact on the high-risk flood hazard areas. 

The Project will increase the area of impervious surfaces within the study area and, therefore, 

the amount of stormwater runoff. The Project will follow applicable local city, county, and State 

agency requirements for flow control. Drainage facilities for the Project will be designed to 

retain flows so as not to contribute additional flows to the Mojave River, Lytle Creek, or other 

streams or washes. The Project design will incorporate hydromodification facilities such as 

detention basins, infiltration basins, design pollution prevention infiltration areas, and other 

permanent BMPs included in the Caltrans Stormwater Management Plan. Additionally, drainage 

facilities for the proposed railway, as well as for station facilities and the I-15 highway, will be 

sized to accommodate the design flow. New culverts will be sized to accommodate the 100-

year, 24-hour storm flow to prevent on-site flooding. Therefore, the Project will not impact 

beneficial floodplain values. 

Hesperia Station and Rancho Cucamonga Station 

The Hesperia station and Rancho Cucamonga station will not impact floodplains because there 

are no floodplains in the temporary or permanent footprint of either station. Adding the 

stations will add impervious surfaces and increase stormwater runoff. No impacts are 

anticipated on floodplains because the Project will follow applicable agency requirements for 

flow control. 

4.4.5.4 Cumulative Impacts 

Construction of the Project in combination with other past, present, and reasonably 

foreseeable future actions, will convert undeveloped areas to developed ones, resulting in 

minimal redirection of flood flows and net rise. Implementation and development of BMPs will 

minimize or avoid the Project’s contribution to cumulative effects on floodplains. 

4.4.6 Avoidance, Minimization, and Mitigation Measures 

Brightline West will implement BMPs prior to construction to minimize the temporary effects 

on floodplains, and construction equipment and materials will not be stored within the 

floodplain. Brightline West will return any temporary effects on floodplains to preconstruction 

conditions. No additional measures are necessary. 

During operation, no mitigation is required because minimal changes to floodplains will occur. 

Brightline West will confirm this at the final design stage when location hydraulics studies are 

completed for all bridges. 

4.5 Biological Resources 

Biological resources are valued for their intrinsic, aesthetic, economic, and recreational 

qualities, and include fish, wildlife, and plants, and their respective habitats. Typical categories 

of biological resources include terrestrial and aquatic plant and animal species, game and nongame species, special status species (State or Federally listed threatened or endangered 

species, marine mammals, or species of concern, such as species proposed for listing or 

migratory birds), and environmentally sensitive or critical habitats. 

OCTOBER 2022 67 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The following analysis is based on the Critical Habitats and Threatened and Endangered Species 

Technical Report prepared by HNTB and included as Attachment F to this EA. Government-togovernment consultation has been undertaken by FRA and tribal entities that may be affected 

by the Project. Habitats, plants, and wildlife of interest to indigenous people include those that 

contribute to the communities’ cumulative body of knowledge and to beliefs regarding 

relationships with the environment as well as those related to resource use practices. The 

Critical Habitats and Threatened and Endangered Species Technical Report (Attachment F) 

contains more information regarding tribal consultation of biological resources. 

4.5.1 Regulatory Setting

The following existing Federal regulations and regional plans are relevant to Federally protected 

species and their associated habitats: 

▪ Federal Endangered Species Act of 1973 (ESA; 16 U.S.C. Sections 1531–1543), as amended: 

The US Fish and Wildlife Service (USFWS) has jurisdiction over ESA-listed plants, animals, 

and fish and their critical habitats. For the Project, FRA is the lead Federal agency 

responsible for compliance with Section 7 of the ESA. Section 7 requires FRA to consult with 

USFWS to ensure the Project will not jeopardize the continued existence of an endangered 

or threatened species or destroy or adversely modify critical habitat. Critical habitat is 

defined in the ESA, Section 3(5)(A), as: 

Specific areas within the geographic area occupied by the species, at the time 

it is listed . . . on which are found those physical or biological features (I) 

essential to the conservation of the species and (II) which may require specific 

management considerations or protection. 

Critical habitat is further defined by the ESA as: 

Specific areas outside the geographical area occupied by the species at the 

time it is listed . . . upon a determination . . . that such areas are essential for 

the conservation of the species. 

On July 15, 2022, FRA submitted a Biological Assessment to USFWS and requested 

initiation of formal consultation under Section 7 for the Project. To conclude formal 

consultation USFWS will issue a Biological Opinion for the Project.21 

▪ Migratory Bird Treaty Act of 1918 (MBTA; 16 U.S.C. Part 703), as amended: The MBTA 

authorizes the United States Secretary of the Interior to protect and regulate the taking of 

migratory birds. The MBTA protects migratory birds, their occupied nests, and their eggs 

and prevents the taking of birds listed as “migratory.” The MBTA defines migratory birds 

broadly and includes common songbirds, waterfowl, shorebirds, hawks, owls, eagles, 

ravens, crows, native doves and pigeons, swifts, martins, and swallows. Executive Order 

13186 (January 10, 2001) directs Federal agencies taking actions that have, or are likely to 

have, a measurable negative effect on migratory bird populations to work with USFWS to 

develop and implement an MOU that will promote the conservation of migratory bird 

populations. 

21 Preliminary effects determinations have been made based on analysis presented in the Biological Assessment for this EA. These 

determinations will be reviewed by USFWS though formal consultation. 

OCTOBER 2022 68 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Bald and Golden Eagle Protection Act (BGEPA; 16 U.S.C. Section 668-668c): The Bald and 

Golden Eagle Protection Act (BGEPA) prohibits the taking or possession of and commerce in 

bald and golden eagles, with limited exceptions. Under the BGEPA, it is a violation to 

“...take, possess, sell, purchase, barter, offer to sell, transport, export or import, at any time

or in any manner, any bald eagle commonly known as the American eagle, or golden eagle, 

alive or dead, or any part, nest, or egg, thereof....” Under the BGEPA “take” is defined as to 

pursue, shoot, shoot at, poison, wound, kill, capture, trap, collect, molest, and disturb. 

“Disturb” is further defined as follows:

to agitate or bother a bald or golden eagle to a degree that causes, or is likely 

to cause, based on the best scientific information available (1) injury to an 

eagle, (2) a decrease in its productivity, by substantially interfering with 

normal breeding, feeding, or sheltering behavior, or (3) nest abandonment, 

by substantially interfering with normal breeding, feeding, or sheltering 

behavior. (50 CFR 22.6). 

▪ Executive Orders 13112 and 13751, National Invasive Species: EO 13112 and EO 13751, 

Invasive Species, direct all Federal Agencies to prevent and control introductions of invasive 

nonnative species, and to not authorize or carry out actions that are likely to cause or 

promote invasive species. Federal Agencies should minimize the economic, ecological, and 

human health impacts caused by invasive species infestations. The EOs require that NEPA 

process include determinations of the likelihood of introducing or spreading invasive 

species as well as a description of measures being taken to minimize their potential harm. 

4.5.2 Study Area 

The study area is defined as the LOD, which represents the geographic boundary where Projectrelated activities could directly impact biological resources. This area includes the limit of direct 

ground disturbance, including permanent impacts, and temporary disturbance that may occur 

during construction, based on preliminary engineering design plans. Maps in Appendix A of the 

Critical Habitat and Threatened and Endangered Species Technical Report (Attachment F) show 

the LOD. An approximately 0.5-mile buffer around the LOD was used to evaluate indirect 

impacts of the Project. Within this buffer, special attention was paid to the previously-mapped 

wildlife and plant habitats described in Sections 4.3 and 4.4 of the Critical Habitat and 

Threatened and Endangered Species Technical Report (Attachment F). 

4.5.3 Methodology

In preparing its analysis, FRA conducted literature and database reviews, compiled of available 

information including maps, and analyzed potential direct impacts on ESA-listed species and 

designated critical habitats. This qualitative analysis considers the potential direct and indirect 

biological impacts of the Project on the communities within San Bernardino County, and the 

cities of Victorville, Hesperia, Rancho Cucamonga, and Fontana. 

The following available environmental documentation was utilized to assess the likelihood of 

plants, animals, and suitable habitat presence in the study area: 

▪ Official List of Species and Critical Habitats (USFWS 2022) 

OCTOBER 2022 69 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Information for Planning and Consultation (IPaC; USFWS 2022) – Data regarding ESA-listed 

species and locations of designated critical habitat 

▪ The California Natural Diversity Database (CNDDB 2022) –Mapped information on plant and 

animal species locations 

▪ California Wildlife Habitat Relationship (CWHR) System –System that provides information 

on wildlife habitat types 

Spatial distribution of wildlife habitat types was obtained from two available mapped sources: 

▪ Wildlife habitats mapped by the Desert Renewable Energy Conservation plan (Menke et al. 

2013) covering Section 1 and Section 2 

▪ Wildlife habitats mapped by South Coast polygon from CALVEG (USFS 2020) covering 

Section 2 and Section 3 

In accordance with Federal requirements, State-protected sensitive, threatened, or endangered 

species or State-protected sensitive habitats were not evaluated for this Federal interstate 

transportation project. No local agency information regarding sensitive plants or animal species 

was reviewed for this report. No field surveys or other field studies were performed for this 

analysis. Supplemental field studies will occur as part of pre-construction activities to evaluate 

the condition of mapped wildlife habitat. 

Conservation areas were identified based on a review of the California Conservation Easement 

Database (CCED), San Bernardino County parcel information, other maps, and information 

provided by others. The CCED database provides information on easements held by trusts, nonprofit organizations, local jurisdictions, and State and national government agencies (CALANDS 

2022). Polygons of identified conservation areas were transferred to a single GIS layer and 

overlaid on wildlife habitat base maps for analysis. 

4.5.4 Affected Environment 

The affected environment includes wildlife and plant habitats shown in Table 30 through Table 

33. For a full narrative description of wildlife and plants present in the affected environment, 

refer to Section 5 of the Critical Habitats and Threatened and Endangered Species Technical 

Report (Attachment F). Herbs, grasses, shrubs, trees and wildlife species that may contribute to 

essential practices of local Federally Recognized Tribes are present in the affected environment. 

Table 16 and Table 17 in the Critical Habitats and Threatened and Endangered Species Technical 

Report (Attachment F) provide a sample of the plants and wildlife, respectively, and are listed 

by the wildlife habitat type in which they may occur. 

OCTOBER 2022 70 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 30. Area of Wildlife Habitat 

Wildlife Habitat Type Habitat Code 

Total Area 

(acres) 

Alkali Desert Scrub ASC 4.46 

Annual Grassland AGS 18.88 

Barren BAR 4.57 

Chamise-Redshank Chaparral, Mixed Chaparral CRC, MCH 3.19 

Coastal Scrub CSC 15.31 

Desert Riparian DRI 9.99 

Desert Scrub DSC 204.17 

Desert Scrub, Desert Wash DSW, DSW 1.38 

Desert Wash DSW 44.16 

Joshua Tree JST 0.35 

Juniper JUN 2.82 

Mixed Chaparral MCH 134.59 

Riverine RIV 14.98 

Sagebrush SGB 22.02 

Urban URB 2,415.81 

Valley Foothill Riparian VRI 1.94 

Total 2,899.81 

Source: USFWS 2022 

Table 31. ESA-Listed Plant Species Potentially Present 

Species Name Federal Status 

Suitable Habitat Likely 

Present 

Plants 

Santa Ana River woolly-star 

(Eriastrum densifolium ssp. Sanctorum) 

Endangered Yes 

Slender-horned spineflower 

(Dodecahema leptoceras) 

Endangered Yes 

Source: USFWS 2022 

OCTOBER 2022 71 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 32. ESA-Listed Wildlife Species Potentially Present 

Species Name Federal Status 

Suitable Habitat Likely 

Present 

Amphibians 

Arroyo (southwestern) toad 

(Anaxyrus californicus) 

Endangered Yes 

Birds 

Coastal California gnatcatcher 

(Polioptila californica californica) 

Threatened Yes 

Least Bell's vireo 

(Vireo bellii pusillus) 

Endangered Yes 

Southwestern willow flycatcher 

(Empidonax traillii extimus) 

Endangered Yes 

Western yellow-billed cuckoo 

(Coccyzus americanus) 

Threatened Yes 

Mammals 

San Bernardino Merriam’s kangaroo rat

(Dipodomys merriami parvus) 

Endangered Yes 

Reptiles 

Desert tortoise 

(Gopherus agassizii) 

Threatened Yes 

Source: USFWS 2022 

Table 33. USFWS-Designated Critical Habitat Present 

Species Name Federal Status Location in Study Area 

Critical Habitat 

Arroyo (southwestern) toad 

critical habitat 

Designated Cajon Canyon 

Southwestern willow flycatcher 

critical habitat 

Designated Mojave River 

San Bernardino Merriam’s kangaroo rat

critical habitat 

Designated Lytle Creek and Cajon Wash 

Source: USFWS 2022 

4.5.4.1 Bald and Golden Eagles and Migratory Birds 

Migratory birds pass through the affected environment in fall and spring along the Pacific 

Flyway. The Pacific Flyway migratory corridor extends from Alaska to the southern tip of South 

America and includes the entire width of California. Appendix B of the Critical Habitat and 

Threatened and Endangered Species Technical Report (Attachment F) provides a list of the 

OCTOBER 2022 72 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

migratory birds known to use the affected environment and provides information that indicates 

when these species are likely to be present and their nesting season (AKN 2022). Habitats with 

cover and water sources are critical stop-over points for migrating birds. In the affected 

environment, the riparian habitats of the Mojave River, Cajon Canyon, Cajon Wash, and Lytle 

Creek provide a vital link for migratory birds. 

Bald eagle (Haliaeetus leucocephalus) and golden eagle (Aquila chrysaetos) are large raptors 

present in the affected environment. Breeding adult pairs, non-breeding juveniles, and subadult 

eagles may occur as residents and as transient migrants. 

Migratory birds of conservation concern warrant special attention and are of concern 

throughout their range. Birds of conservation concern within the affected environment include 

the following: Allen’s hummingbird (Selasphorus sasin), black-chinned sparrow (Spisella 

atrogularis), California thrasher (Toxostoma redivivum), Cassin’s finch (Carpodacus cassinii), 

Clark’s grebe (Aechmophorus clarkii), common yellowthroat (Geothlypis trichas sinuosa), 

Costa’s hummingbird (Calypte costae), Lawrence’s goldfinch (Carduelis lawrencei), long-eared 

owl (Asio otus), Nuttall’s woodpecker (Picoides nuttallii), oak titmouse (Baeolophus inornatus), 

olive-sided flycatcher, (Contopus cooperis), rufous-winged sparrow (Aimophilia carpalis), 

tricolored blackbird (Aeglaius tricolor), and wrentit (Chamaea fasicata). Appendix B of the 

Critical Habitats and Threatened and Endangered Species Technical Report (Attachment F) 

provides information on migratory birds and indicates when the above migratory species are 

likely to be present in the affected environment each year. 

4.5.4.2 Conservation Areas

Seven conservation areas occur within 1 mile of the study area (Table 34). Locations of 

conservation areas are shown in Figure 8. In total, conservation areas cover approximately 

1,000 acres in the vicinity of the Project. None of these areas overlap with Caltrans right-ofway. Some of the conservation areas are also within designated critical habitat. 

Table 35 summarizes wildlife habitat types present at each conservation area within 1 mile of 

the study area. Most conservation-area parcels listed in the table include a least a small 

portion, if not more, of Urban wildlife habitat. 

Table 34. Summary of Conservation Areas Within 1 Mile of the Study Area 

In Vicinity of Study Area Parcel Name Administrator 

Area 

(acres) 

1 – High Desert Wildlands Conservancy The Wildlands Conservancy 96 

2 – Cajon Pass Kane Ranch Rivers and Lands Conservancy 27 

2 – Cajon Pass Cajon Canyon 1 San Manuel Band of Indians 26 

2 – Cajon Pass Cajon Canyon 2 The Wildlands Conservancy 4 

3 – Greater Los Angeles Lytle Creek CDFW Owned and Operated Lands 63 

3 – Greater Los Angeles Glen Helen Regional Park San Bernardino County 399 

3 – Greater Los Angeles Lytle Creek Ranch Development 

Proposed Conservation Area 

Lytle Creek Ranch Development 394 

OCTOBER 2022 73 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

In Vicinity of Study Area Parcel Name Administrator 

Area 

(acres) 

Total area within 1 mile of study area proposed for or under conservation 1,009 

Source: HNTB 2022 

Table 35. Wildlife Habitat Types Present in Conservation Areas Within 1 Mile of the Study 

Area 

Habitat Type 

Area Within Conservation Areas (acres) 

Lytle Creek 

Ranch 

Kane 

Ranch 

Glen Helen 

County Park 

Lytle Creek 

Ranch 

(proposed) 

San Manuel 

Band of 

Indians 

The Wildlands 

Conservancy Total 

Annual Grassland 7.5 0.2 7.7 

Barren 0.0 4.3 33.9 38.2 

Desert Riparian 7.7 1.8 9.5 

Desert Scrub 6.5 4.4 19.4 30.3 

Desert Wash 57.8 13.8 165.4 236.9 

Joshua Tree 9.5 9.5 

Juniper 14.7 14.7 

Lacustrine 6.3 6.3 

Mixed Chaparral 1.1 201.9 4.4 8.8 33.8 249.9 

Riverine 1.2 0.5 161.0 162.7 

Urban 4.1 11.7 164.8 16.2 10.1 23.0 229.9 

Valley Foothill 

Riparian 

6.8 6.8 

Total 63.0 27.0 399.1 387.9 25.0 100.3 1,002.5 

Source: HNTB 2022 

OCTOBER 2022 74 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 8. Critical Habitat and Conservation Lands in the Affected Environment 

OCTOBER 2022 75 
4.5.4.3 Habitat Connectivity and Wildlife Movement 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

FRA identified several wildlife corridors within the affected environment. Corridors where 

wildlife move between larger habitat patches are generally referred to as habitat linkages or 

wildlife movement corridors. They allow for short-term movements, long-term dispersal, or one 

time emigration. Wildlife movement corridors allow species to travel through a landscape and 

may serve as core habitat for some species. The existing I-15 highway corridor is a barrier to 

wildlife movement except in locations where existing culverts or bridge structures enable 

wildlife movement. The California Department of Fish and Wildlife (CDFW) has also designated 

the I-15 corridor through Cajon Pass as a Priority Barrier to Habitat Connectivity (CDFW, 2020). 

A wildlife movement corridor occurs along Cajon Canyon, linking the San Bernardino Valley and 

the Mojave Desert (generally north-south direction). I-15 is within and parallels this corridor. 

Wildlife crossing east-to-west in the mountains through Cajon Canyon must cross I-15 and four 

active freight rail lines. The Mojave River is a known wildlife corridor and I-15 crosses above the 

river corridor. 

San Bernardino County mapped major wildlife corridors and wildlife focused policy areas, 

including the location of the north-south wildlife corridors through Cajon Canyon (Figure 9). 

Policy areas on the figure indicate locations where San Bernardino County wildlife management 

policies have been applied due to the presence of Federally designated critical habitat and 

assumed presences of sensitive species. 

Wildlife corridors allow for short-term movements, long-term dispersal, or one time 

emigration. Wildlife movement corridors allow species to travel through a landscape, or they 

may serve as core habitat for some species. Wildlife corridors are critical to allowing safe travel 

for large mammals and predator species that travel large distances to find mates enabling 

genetic diversity essential to maintaining species which are widely-spread. 

OCTOBER 2022 76 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 9. Wildlife Corridors in the Project Area, as Mapped by San Bernardino County 

OCTOBER 2022 77 
4.5.5 Environmental Consequences 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

This section addresses impacts from the Project on biological resources. Potential impacts to 

species can include: long-term or permanent loss of species; impacts to special status species 

(e.g., species proposed for listing, migratory birds, bald and golden eagles) or their habitats; 

substantial loss, reduction, degradation, disturbance, or fragmentation of native species’ 

habitats or their populations; or impacts on a species’ reproductive success rates, natural 

mortality rates, non-natural mortality (e.g., road kills and hunting), or ability to sustain the 

minimum population levels required for population maintenance. Measures will be 

incorporated into the Project to avoid, minimize, or mitigate potential adverse impacts. These 

measures are discussed in detail in Section 

4.5.5.1 No Build Alternative 

4.5.6. 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

and immediately alongside I-15 between Victor Valley and Rancho Cucamonga. The existing 

I-15 corridor will remain operational without improving the major points of congestion or 

transportation capacity deficiencies along the highway. The No Build Alternative will not result 

in temporary or permanent impacts on ESA-listed species and their habitats or on designated 

critical habitat because no activities or construction will occur. 

4.5.5.2 Construction of Build Alternative 

Construction of the railway may modify wildlife habitat directly and indirectly by impacting 

habitats, vegetation and soils from construction-generated dust, noise, hydrologic 

modifications, facilitation of invasive species, and changes in habitat elements that increase or 

decrease populations of predators or prey species. These impacts are discussed in further detail 

below. The Rancho Cucamonga and Hesperia passenger stations will be constructed in already 

disturbed urban environments where species and critical habitat is not likely to be present. As a 

result, construction of passenger stations will not have impacts on wildlife habitats, sensitive 

species, or critical habitats. 

Wildlife Habitats 

Many areas within the Caltrans right-of-way are already altered from suitable habitats and are 

therefore classified as Urban habitat. This habitat type consists almost entirely of developed 

areas such as highway, ramps, and other disturbed and unvegetated areas adjacent to I-15 

(refer to Appendix A of the Threatened and Endangered Species Technical Report [Attachment 

F]). The Project will retain these types of developed and disturbed surfaces, resulting in no 

change to the quality or function of the Urban habitat type. 

Construction of the Project will result in temporary and permanent impacts on wildlife habitat. 

Appendix A of the Threatened and Endangered Species Technical Report (Attachment F) 

provides maps of habitat types along the study area, showing areas of temporary and 

permanent impacts on habitat types. 

Project construction will temporarily impact approximately 419 acres of native vegetation 

habitat not classified as Urban, as shown in Table 36. Construction staging and stockpiling, 

temporary ground disturbance (e.g., grading), and operation of heavy machinery may directly 

remove vegetation, smother it, or compact the soils such that vegetation can no longer persist 

OCTOBER 2022 78 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

in the short-term. Changes in vegetation may result in temporary loss of wildlife habitat or 

degradation of habitat functions. For some habitat types, temporary impacts on soil and 

vegetation can permanently alter the habitat type to annual grassland. 

Areas immediately adjacent to highways are routinely affected by tire and engine noise, trash, 

and maintenance activities. Occasionally road accidents travel into the adjacent landscape. 

These effects may result in changes in habitat structure and vegetation composition which can 

reduce habitat suitability for wildlife. Construction of the Project will result in temporary 

impacts on various habitat types. 

Table 36. Temporary Impacts on Wildlife Habitat Types all Sections 

CWHR Wildlife Habitat Type 

Temporary Impact Area 

(acres) 

Alkali Desert Scrub 3.93 

Annual Grassland 16.47 

Barren 3.98 

Chamise-Redshank Chaparral, Mixed Chaparral 3.19 

Coastal Scrub 15.14 

Desert Riparian 9.04 

Desert Scrub 167.55 

Desert Scrub, Desert Wash 1.38 

Desert Wash 43.59 

Eucalyptus 0.04 

Joshua Tree 0.35 

Juniper 1.94 

Mixed Chaparral 128.14 

Riverine 14.38 

Sagebrush 8.08 

Urban 1,786.51 

Valley Foothill Riparian 1.94 

Total 2,205.50 

Source: HNTB 2022 

The time needed to recover Desert Riparian and Riverine habitat structure may be long and 

temporary impacts to these habitat types are considered permanent impacts for the purposes 

of this analysis. Therefore, an additional 22 acres of permanent impacts will occur on these 

sensitive habitats. Desert Scrub, Desert Wash, Joshua Tree and Juniper habitats are also slow to 

OCTOBER 2022 79 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

recover following disturbance, and restoration is difficult. Temporary impacts of approximately 

215 acres may be considered permanent where recovery will be long-term or impossible. 

ESA-Listed Plant and Wildlife Species 

Construction activities may affect slender-horned spineflower and Santa Ana River woolly-star. 

Impacts on these could occur if populations are within the limits of construction. Table 37 

shows the ESA-listed plant species that will be affected by construction of the Project. 

Implementation of Mitigation Measures BIO-1, BIO-2, BIO-3, BIO-4, BIO-15, BIO-43, BIO-44, and 

BIO-45 will avoid, minimize, and mitigate adverse impacts to ESA-listed plant and wildlife 

species. 

Table 37. ESA-Listed Plant Species Which May be Impacted by Project Construction 

Common Name Scientific Name Status Under ESA 

Habitat Types Present in 

Study Area 

Slender-horned spineflower Dodecahema leptoceras Endangered Annual grassland, coastal scrub, 

mixed chaparral 

Santa Ana River woolly-star Eriastrum densifolium 

ssp. sanctorum 

Endangered Coastal scrub 

Source: HNTB 2022 

Construction activities could introduce or spread invasive plant species to areas with native 

vegetative communities. Ground disturbing activities and operation of construction equipment 

could result in seed dispersal from soil movement. Changes in desert soil crust due to 

construction vehicles could loosen soils and facilitate seed dispersal. Weed species are adapted 

to soil disturbance and the abundant seeds are known to be readily transported to new 

locations by construction vehicles. The Project Sponsor will develop and implement Restoration 

Plans to restore areas of native vegetation that are temporarily disturbed by construction 

(Mitigation Measure BIO-27). 

Invasive, non-native plant species can displace native plant populations and reduce wildlife 

habitat quality. Control of invasive species will be identified as an essential element of 

construction practices, which will mitigate the risk of facilitating invasive species establishment 

(Mitigation Measure BIO-27). 

Construction activities such as vegetation clearing and excavation will expose soils and could 

result in increased wind erosion, creating construction-generated dust. Dust can affect 

vegetation over an area wider than the Project footprint and can negatively affect plant 

physiology and productivity. Impacts to individual plants that may contribute to essential 

practices such as traditional medicine could occur as a result of construction activities related to 

ground disturbance, such as clearing, grading, excavation, and filling, where these plants are 

present. The contractor will prepare and implement a Temporary Erosion and Sediment Control 

Plan, and Fugitive Dust Control Plan (Mitigation Measures BIO-11 and BIO-15). 

Construction activities may impact sensitive wildlife including Arroyo toad, least Bell’s vireo, 

southwestern-willow flycatcher, coastal California gnatcatcher, western yellow-billed cuckoo, 

and San Bernardino Merriam’s kangaroo rat. Table 38 shows ESA-listed wildlife species likely to 

OCTOBER 2022 80 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

be affected by Project construction. These effects are not considered significant at this time and 

will require consultation with USFWS to determine final findings of significance. 

Pile-driving for bridge construction, if needed, could create additional noise impacts to avian 

species, migratory birds, and eagles as noise propagates in all directions including upward. 

Examples of noise effects on wildlife include startling, limiting an individual’s ability to locate

prey or habitat, reducing effectiveness of intraspecies communication, masking the presence of 

predators, and causing adults to abandon nests or burrows. Any work near or in water that 

creates noise could affect riparian and riverine habitats. 

Construction activities such as vegetation clearing and excavation will expose soils and could 

result in increased wind erosion, creating construction-generated dust. Dust can negatively 

affect sensitive wildlife through ingestion of dust-laden vegetation. The contractor will develop 

and implement a Fugitive Dust Control Plan (Mitigation Measure BIO-15) to reduce impacts 

from fugitive dust. 

Table 38. ESA-Listed Wildlife Species Which May be Affected by Project Construction 

Common Name Scientific Name Status Under ESA 

Habitat Types Present in 

Study Area 

Arroyo (southwestern) toad Anaxyrus californicus Endangered Annual grassland, coastal scrub, 

mixed chaparral, valley riparian 

Least Bell’s vireo Vireo bellii pusillus Endangered Desert riparian, valley riparian, 

desert wash 

Southwestern willow 

flycatcher 

Empidonax traillii extimus Endangered Valley riparian, desert wash 

Western yellow-billed cuckoo Coccyzus americanus Threatened Valley riparian, desert riparian, 

riverine 

Desert tortoise Gopherus agassizii Threatened Annual grassland, desert scrub, 

juniper, Joshua tree 

San Bernardino Merriam’s 

kangaroo rat 

Dipodomys merriami 

parvus 

Endangered Coastal scrub 

Coastal California gnatcatcher Polioptila californica Threatened Annual grassland, coastal scrub 

Source: HNTB 2022 

Several special-status wildlife species are assumed to be present in areas of suitable habitat 

(refer to Table 32). Construction-related activities could result in injury or mortality to these 

species if construction equipment crushed or trapped them in their burrows or removed 

foraging habitat or habitat linkages. The following mitigation measures will be implemented to 

avoid, minimize, and mitigate adverse impacts to the San Bernardino Merriam’s kangaroo rat 

and its habitat: Mitigation Measures BIO-1, BIO-9, BIO-26, and BIO-32 through BIO-37. 

Mitigation Measures BIO-38 through BIO-42 will be implemented to reduce potential effects to 

desert tortoise. 

OCTOBER 2022 81 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Construction-related impacts on native vegetation communities will negatively affect foraging 

and nesting habitat for protected animal species. Construction activities (e.g., grubbing, 

grading, excavation, and driving off-road) could cause direct mortality of individuals of ESAlisted species, as heavy equipment could crush smaller animals. Mitigation Measures BIO-9, 

BIO-19, BIO-37, BIO-38, BIO-39, BIO-41, BIO-42, and BIO-47 will be implemented to avoid, 

minimize, and mitigate adverse impacts to foraging and nesting habitats. 

Indirect mortality could result from a decrease in the suitability and stability of burrows. 

Reduced movement in and across the study area will affect foraging and breeding and dispersal 

of these species. Construction activities could destroy active nests, burrows, or young if 

construction occurs during a species’ nesting or rearing season—potentially reducing the 

distribution of genetic material and resulting in long-term effects. 

The presence of construction crews may attract and subsidize foraging generalist species, such 

as ravens and coyotes, and in turn, may temporarily increase predation on species present in 

the study area. Ravens and coyotes are known to prey on juvenile mammals, reptiles, 

amphibians, and birds, and increased predator densities could result in increased mortality of 

individuals. To mitigate subsidized predation, operational standards will be planned and 

implemented to maintain railway and stations free of food and habitat elements that facilitate 

opportunist predators (Mitigation Measures BIO-22, BIO-23, and BIO-27). 

Construction noise could temporarily affect ESA-listed wildlife, such as limiting an individual’s 

ability to locate prey or habitat, causing physical damage to the individual’s auditory system, 

and causing adults to abandon nests or burrows. Increased noise effects wildlife by startling, 

reduced effectiveness of intraspecies communication, and masking the presence of predators. 

Pile-driving for bridge construction could create additional areas of auditory effects, including 

to avian species, migratory birds, and eagles as noise propagates in all directions including 

upward. Any work near or in water that creates noise could affect riparian and riverine habitats. 

The contractor will prepare a detailed Noise Control Plan, comply with local regulations, and 

employ noise control measures to reduce noise from construction (Mitigation Measures NOI-1, 

NOI-2, and BIO-21). 

Effects to Migratory Birds and Eagles 

Cajon Pass is a known migratory flyway and Project construction impacts may increase noise, 

causing migratory species protected under the MBTA to avoid the area. Construction could 

disturb the nesting and foraging of migratory birds. Construction activities (e.g., clearing, 

grading, excavation, pile driving, and loss of habitat elements such as cover) could affect 

migratory birds. 

Construction activities may disturb nesting eagles if nests are present within the affected area. 

Noise and construction activities may cause eagles to avoid foraging in the area. Golden eagles 

have been reported foraging in Cajon Canyon, but nesting sites are not known to be present. 

Noise and construction activities may cause raptors to avoid the area. 

If construction occurs during the breeding season (generally between March 1 and 

September 15), nesting migratory birds could be disturbed by construction activities and 

related noise. Cajon Pass and the Mojave River provide key habitat areas during migration for 

resting. Construction could disturb the nesting and foraging of migratory birds. Project 

OCTOBER 2022 82 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

construction impacts may increase noise, causing migratory species to avoid these key areas. 

Construction activities (e.g., clearing, grading, excavation, pile driving) and loss of habitat 

elements such as cover could affect migratory birds. As a result, birds may abandon nests, 

causing subsequent loss of eggs or young at active nests. 

Construction effects on migratory birds can be mitigated by implementation of timing that 

prohibits disturbance to vegetation during the nesting season and by overall reductions to 

disturbance through avoidance of disruptive activities (Mitigation Measures BIO-2 and BIO-47). 

Designated Critical Habitat 

Critical habitat for arroyo toad, southwestern willow flycatcher, and San Bernardino Merriam’s 

kangaroo rat could be directly affected by construction activities. 

Construction will have permanent and temporary effects to designated critical habitat for the 

arroyo toad, San Bernardino Merriam’s kangaroo rat and southwestern willow flycatcher by 

converting habitat to transportation use and during construction activities. 

Rail line infrastructure will replace existing designated critical habitat for San Bernardino 

Merriam’s kangaroo rat, southwestern willow flycatcher, and arroyo toad with transportation 

use, thereby resulting in the permanent loss of the habitat. The effects on the species will be 

limited to areas where they occur at the Mojave River, Cajon Canyon, Lytle Creek, and Cajon 

Wash. Temporary effects during construction will also occur in these areas and will require 

formal consultation with USFWS. 

Any work near or in water could affect Riparian and Riverine habitat types directly, through 

hydrologic disruption or through decreased water quality by increased erosion and 

sedimentation. The contractor will prepare and implement a Temporary Erosion and Sediment 

Control Plan (Mitigation Measure BIO-11). Changes in hydrology can alter vegetation causing 

shade reduction and loss of organic input. Blockages or changes to drainage patterns may result 

in effects on sensitive wildlife habitats and associated wildlife species. Existing stormwater 

systems will be designed or redesigned to accommodate runoff from impervious surfaces. 

Drainage facilities will detain flows and will not contribute to additional flows in rivers, streams, 

and washes (Mitigation Measures BIO-16 and BIO-18). 

Habitat Connectivity and Wildlife Movement 

Linear transportation corridors such as I-15, are known to limit wildlife movement by blocking 

safe passage across landscapes. While the Project will develop rail within the I-15 median for 

most of the alignment the transportation corridor will be widened where rail will be developed 

adjacent to the side of the existing I-15 (side-running), and where highway lanes or ramp 

locations will be altered (multiple locations). As such, the Project will result in additional 

constraints on wildlife movement by reinforcing the lack of safe passage locations across 

landscapes. New culverts, bridges, and viaducts will align with any existing structures on I-15 to 

maintain a continuous wildlife crossing corridor (Mitigation Measure BIO-25). 

Construction and operational noise could indirectly affect wildlife movement. Increased noise 

effects on wildlife could include startling, reducing effectiveness of intraspecies 

communication, and masking the presence of predators. Some wildlife species may alter their 

use or movement patterns during construction phases and then re-establish pre-project 

movement patterns and functions once temporary construction effects elapse. Construction 

OCTOBER 2022 83 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

activities that would prevent wildlife from moving through the area are anticipated to occur 

over approximately 18 months in any single location. 

Conservation Areas 

Direct permanent effects on conservation areas are not anticipated to occur. The Project will be 

constructed within the existing Caltrans right-of-way, where no conservation areas are present. 

Construction activities would not result in permanent changes to access to conservation areas. 

Construction would not affect quality or quantity of plant resources available for essential 

practices in conservation areas. 

Temporary indirect effects may occur to conservation areas that are near enough to be affected 

by construction noise. Pile-driving noise may affect wildlife in those areas. Construction noise 

could result in wildlife avoiding the area for the duration of construction, which would 

potentially reduce the availability of wildlife resources for essential practices on conservation 

lands. Pile-driving could occur over 12 to 18 months in any location where required for 

construction. Mitigation Measures NOI-1, NOI-2, and BIO-21 would be enforced to reduce 

construction noise and vibration. 

Hydrologic Changes 

Any construction work near or in water could affect Riparian and Riverine habitat types through 

hydrologic disruption or through decreased water quality by increased erosion and 

sedimentation. Blockages or changes to drainage patterns may result in effects on wildlife 

habitats and associated wildlife species. 

Hydrologic changes can be reduced by minimizing the construction footprint in and near 

waterways. Implementing BMPs that address erosion and sediment control and monitoring 

those BMPs will further reduce potential effects on hydrology during construction (Mitigation 

Measures BIO-11 and BIO-16). 

4.5.5.3 Operation of Build Alternative 

Project operation may directly affect ESA-listed wildlife species, migratory birds, and critical 

habitats. The Hesperia and Rancho Cucamonga stations will operate in developed, urban 

environments. Operational effects of the passenger stations will not have direct effects on 

wildlife habitats, ESA-listed species, or critical habitats. Operation of the stations will have no 

effect on migratory birds or eagles. Indirect effects of station operations, such as subsidized 

predation are possible. 

Wildlife Habitat 

Ongoing operations and maintenance activities can directly or indirectly affect wildlife habitats 

that support sensitive species. Effects on ESA-listed plants could include mortality from 

incidental trampling or crushing caused by activities related to the maintenance of the rail. 

The Project may result in permanent impacts on vegetation communities that serve as wildlife 

habitat. Appendix A of the Threatened and Endangered Species Technical Report (Attachment 

F) provides maps of habitat types in the study area, showing areas of permanent impact on 

habitat types along the alignment. 

OCTOBER 2022 84 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

As shown in Table 39, approximately 64 acres of native vegetation habitat types will be 

permanently converted to transportation uses by the Project. Permanent impacts occur in a 

wide variety of habitat types; most of the area of permanent impact will be to Desert Scrub 

(37 acres). Where Desert Scrub is suitable, desert tortoise may be present. 

Table 39. Permanent Impacts to Habitat Types 

CWHR Wildlife Habitat Type 

Permanent Impact Area 

(acres) 

Alkali Desert Scrub 0.54 

Annual Grassland 2.40 

Barren 0.63 

Coastal Scrub 0.18 

Desert Riparian 0.95 

Desert Scrub 36.62 

Desert Wash 0.60 

Juniper 0.88 

Mixed Chaparral 6.45 

Riverine 0.73 

Sagebrush 13.58 

Total 63.93 

Source: HNTB 2022 

ESA-Listed Plant and Wildlife Species 

Table 40 shows the ESA-listed plant species that will be impacted by the Project. Creation of 

new ignition sources by the Project could result in indirect effects on biological resources 

through increased frequency of wildland fire. The Project will include new powerlines on 

catenary structures to provide traction power to power trains in a known high wind area. The 

Project design will include automatic power shutoff and other safety features that will work to 

cut power and prevent powerline failures from becoming ignition sources. 

Landscaping and maintenance in the corridor during operation will be focused on avoiding 

invasive seed dispersal, controlling existing invasive populations, and restoring areas with 

native vegetation following invasive species removals (Mitigation Measure BIO-27). 

OCTOBER 2022 85 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 40. ESA-Listed Plant Species Likely to be Affected by Project Operation 

Common Name Scientific Name Status Under ESA 

Suitable Habitat Present in 

Study Area 

Slender-horned spineflower Dodecahema leptoceras Endangered Annual grassland, mixed 

chaparral, coastal scrub 

Santa Ana River woolly-star Eriastrum densifolium 

ssp. sanctorum 

Endangered coastal scrub 

Source: HNTB 2022 

Table 41 shows the ESA-listed wildlife species likely to be impacted by Project operation. The 

Project will add trains traveling up to 140 mph through the I-15 corridor, which will increase the 

likelihood of animal strikes along the corridor, particularly in areas where wildlife is abundant. 

As a result, the Project could directly increase mortality of individuals of special status species. 

For all at-grade portions of the alignment, exclusion fencing will be constructed parallel to the 

rail line for safety. This safety step also serves to trap animals that may have gained access to 

the rail corridor, potentially increasing the risk of wildlife strikes. By converting the highway 

median from a natural surface to impervious surface, the Project may remove access to resting 

habitat for wildlife attempting to cross I-15 and the Project corridor possibly causing increased 

wildlife mortality. 

Table 41. ESA-Listed Wildlife Species Which May be Impacted by Project Operation 

Common Name Scientific Name Status Under ESA 

Habitats Present in 

Study Area 

Arroyo (southwestern) toad Anaxyrus californicus Endangered Annual grassland, coastal scrub, 

chemise-redshank, mixed 

chaparral, valley riparian 

Least Bell’s vireo Vireo bellii pusillus Endangered Desert riparian, valley riparian, 

desert wash 

Southwestern willow 

flycatcher 

Empidonax traillii extimus Endangered Valley riparian, desert riparian 

Western yellow-billed cuckoo Coccyzus americanus Threatened Valley riparian, desert riparian, 

riverine 

Desert tortoise Gopherus agassizii Threatened Annual grassland, desert scrub, 

desert wash, juniper, Joshua 

tree 

San Bernardino Merriam’s 

kangaroo rat 

Dipodomys merriami 

parvus 

Endangered Coastal scrub 

Coastal California gnatcatcher Polioptila californica Threatened Coastal scrub, annual 

grassland, mixed chaparral 

Source: HNTB 2022 

OCTOBER 2022 86 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

During operations, subsidized predation could occur due to human activities that may 

inadvertently provide food and/or shelter to generalist predators. The Project’s catenary

system could add perch locations that may be used by avian predators for nesting, such as 

ravens, which may support population increases and thus increase predation of special status 

species. Train strikes of avian and terrestrial species could increase supply of carrion to 

generalist predators and result in supporting larger populations. Increased predator numbers 

may add predation pressure to ESA-listed species in the area. 

During operations subsidized predation would be avoided through design that has avoided or 

eliminated perches and potential nesting sites for generalist predators. Maintenance of the 

railway and passenger stations, including keeping trash picked up and implementing strong, 

wind-proof, covered trash collection areas is important to reduce subsidized predation. A 

regular maintenance program that identifies, implements, and reinforces good housekeeping 

will mitigate the potential indirect effect of human subsidized predation. Identified perching 

and nesting locations will be modified to make them no longer suitable (Mitigation Measure 

BIO-23). 

As discussed above in Section 4.2.3, due to the existing noise environment, changes to existing 

noise levels during project operation are not anticipated to be significant, as noise from the 

train is anticipated to dissipate over 200 feet. No noise modeling was performed for wildlife 

receptors. Wherever noise sensitive species are present in the corridor, these species will be 

expected to alter behavior due to the additional operational noise from trains. Sensitive species 

may startle at passing train noise or completely avoid the area if the noise added by trains 

exceeds tolerance thresholds. Noise avoidance results in reduced habitat suitability and/or 

habitat area for species and may reduce the ability to migrate. 

Combined with the effects of future development, effects of the Project may further reduce the 

suitability of remaining habitat to support listed species San Bernardino Merriam’s kangaroo 

rat, coastal California gnatcatcher, slender-horned spineflower, and Santa Ana River woolly-star 

in the vicinity of Section 3, Greater Los Angeles. In this area, the North Fontana Conservation 

Program has identified conservation actions that work to protect and mitigate development on 

Riversidean Alluvial Fan Sage Scrub thereby providing support to these ESA listed species and 

associated habitats. Future development in the North Fontana area will be required to comply 

with the action plan and implementation plan developed under the conservation program, thus 

mitigating some cumulative effects. 

Designated Critical Habitat 

Operation of the rail line will occur adjacent to designated critical habitat for arroyo toad, San 

Bernardino Merriam’s kangaroo rat, and southwestern willow flycatcher. Operation of the rail 

line will not directly affect adjacent designated critical habitat; indirect effects are possible. 

As discussed above, changes to existing noise levels during project operation are not 

anticipated to be significant, as noise from the train is anticipated to dissipate over 200 feet. No 

noise modeling was performed for wildlife receptors and sensitive species may startle at 

passing train noise or completely avoid the area if the noise added by trains exceeds tolerance 

thresholds. Noise avoidance results in reduced habitat suitability and/or habitat area for 

species and may reduce the ability to migrate. 

OCTOBER 2022 87 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

As discussed above, creation of new ignition sources by the Project could result in indirect 

effects on designated critical habitat through increased frequency of wildland fire. New 

powerlines on catenary structures in a known high wind area could inadvertently spark wildland 

fires in designated critical habitat. Portions of the Project that align within the existing highway 

median are not expected to contribute to potential fires. The Project design will include 

automatic power shutoff and other safety features that will work to cut power and prevent 

powerline failures from becoming ignition sources. 

Effects to Migratory Birds 

Operational effects on migratory birds could be direct if avian species use new structures in the 

rail corridor for nesting or foraging and bird strikes occur. Indirect impacts may occur to 

migratory birds in areas adjacent to the corridor due to increased noise, causing migratory 

species to avoid these areas. As stated, an increase in noise though train operations may result 

in exceedance of noise tolerance thresholds, birds may avoid adjacent areas causing a 

reduction in suitable nesting areas. 

Operation of the HSR could result in mortality through collisions. Collisions could occur to any 

wildlife in the path of the train and will be of concern for migratory birds. A study recording 

bird-high-speed train collisions demonstrated an average mortality rate of 60 birds per 

kilometer (about 96 birds per mile) per year for all bird species when operation frequency was 

53 trains per day (García de la Morena 2017). The study also showed that approximately 

38 percent of bird crossings were of birds resting on some element of the infrastructure 

moments prior to arrival of the train. The study was based on filming and only included daylight 

hours, so an estimate of strikes during nighttime was not made. For the Project, it is not known 

if the location of proposed rail infrastructure in the highway median will attract birds resting 

while attempting to cross the highway, thus increasing the number of birds within striking 

distance, or if the highway itself will reduce the likelihood of perching on rail infrastructure. 

Based on the 2017 study, it appears bird strike mortalities are likely, but the number of strikes 

may differ significantly in magnitude from the study due to the different environmental, 

infrastructure, and operating conditions of the Project from the study’s conditions.

Habitat Connectivity and Wildlife Movement 

Linear transportation corridors are known to limit wildlife movement by blocking safe passage 

across landscapes. The I-15 corridor is an existing barrier to local and regional wildlife 

movement across the landscape throughout the proposed project alignment. The barrier is 

hazardous and somewhat pervious as wildlife are known to successfully cross at times. 

Because the rail line is aligned with I-15, the Project will widen this existing linear 

transportation corridor at those portions that will lie outside the I-15 median, and in locations 

where the highway lanes will be widened to accommodate median-running rail. Widening the 

transportation corridor will reinforce the blockage of wildlife movement in areas where no 

suitable crossing was present. Fencing of the median for HSR safety will further reinforce the 

corridor to crossing and will make I-15 impossible for terrestrial species to cross safely. 

Project design includes lengthening the existing I-15 culverts in the same locations, which will 

allow culverts to continue to function as wildlife crossings, if the additional length did not 

preclude this. 

OCTOBER 2022 88 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Operation of the Project would produce a new noise source at existing wildlife crossings. The 

existing environment is already noisy because of highway traffic and heavy rail operations, and 

it is not known if the additional intermittent noise of passing high-speed trains during 

operations would cause wildlife to avoid using the existing underpass or culvert crossings. 

Maintenance activities are expected to be dispersed over time and location and are not 

expected to be of an intensity or duration to result in substantial impacts on wildlife movement 

or habitat use. Landscaping maintenance will be focused on avoiding invasive seed dispersal, 

controlling existing invasive plant populations where present, and restoring areas with native 

vegetation to reduce potential impacts of invasive species to wildlife and native plant 

communities. 

Conservation Areas 

Project operation would not change access to resources in conservation areas for essential 

practices to indigenous communities. Operation of HSR in the I-15 corridor would have no 

direct effects on conservation areas. 

Operational noise would be present, but, throughout the median-running alignment, 

operational noise is assumed to be subsumed into the existing highway noise and, thus, would 

not affect noise levels at any conservation area within 1 mile of the Project. 

4.5.5.4 Cumulative Impacts 

The Project, in combination with other past, present, and reasonably foreseeable future 

actions, will convert undeveloped areas to developed ones, resulting in habitat loss, additional 

fragmentation in some locations, and potentially associated loss of common and special status 

plant and animal species. 

The Project will potentially facilitate development pressure in the Apple Valley planning area 

(Town of Apple Valley) and the Desert Planning area (City of Victorville) surrounding the final 5 

miles of the alignment and project terminus, where demand for commuter and recreational 

access to HSR transportation will increase as result of a new transportation element provided 

by the Project. The Apple Valley and Desert planning areas are currently largely undeveloped, 

and their development will result in loss of habitat supporting common and special status 

plants and animal species. 

The town of Apple Valley is developing a multispecies Habitat Conservation Plans to guide 

development at a landscape level for the Apple Valley planning area in the vicinity of the 

project terminus. There is not currently a parallel planning effort for the Desert planning area of 

Victorville. Planning elements could be identified to mitigate cumulative effects, for example, 

by identifying conservation areas and protecting viable habitat linkages (Apple Valley 2022). 

Implementation and development of conservation and mitigation approaches will reduce 

cumulative effects on habitats and plant and animal species. Preserving and conserving wildlife 

habitats and other biological resources will help to reduce cumulative effects on biological 

resources. Therefore, the Project would not considerably contribute to the cumulative impact. 

OCTOBER 2022 89 
4.5.6 Avoidance, Minimization, and Mitigation Measures 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

FRA will determine the final mitigation and compensation strategies22 during the consultation 

with USFWS and will document those strategies in a Biological Opinion along with an Incidental 

Take Permit for ESA-listed species. 

Brightline West will implement practicable measures to avoid and minimize impacts on 

threatened and endangered species and their critical habitats, such as those described below.23 

The general measures are followed by additional measures for specific species. These 

avoidance and minimization measures may be refined through formal consultation with USFWS 

and will be documented in a Biological Opinion. 

Brightline West will implement more detailed Habitat Restoration Plan(s) discussing the details 

of soil and vegetation restoration following temporary construction disturbance at specific 

areas, along with a detailed Capture and Translocate Plans for San Bernardino Kangaroo Rat are 

provided under separate cover. 

4.5.6.1 General Measures 

Mitigation Measure BIO-1: Areas of Concern During Construction 

Brightline West will ensure that biologists are present for construction activities along the 

following portions of the Project alignment: 

▪ Mojave Desert vicinity: From the northern-most Project extent, continuing south to the I-15 

Bridge over D/E Street in Victorville 

▪ Focusing on protection of southwestern willow flycatcher, monarch butterfly, least 

Bell’s vireo, western yellow-billed cuckoo, and critical habitat for southwestern willow 

flycatcher. 

▪ Cajon Canyon and Cajon Summit vicinity: From I-15 at Oak Hill Road to I-15 at Hall Ranch 

Road 

▪ Focusing on protection of southwestern willow flycatcher, least Bell’s vireo, monarch 

butterfly, arroyo toad, and critical habitat for arroyo toad. 

▪ Cajon Wash and Lytle Creek vicinity: From I-15 at Hall Ranch Road to I-15 at Summit Avenue 

▪ Focusing on protection of San Bernardino Merriam’s kangaroo rat, coastal California 

gnatcatcher, ESA-listed plants, monarch butterfly, and critical habitat for San Bernardino 

Merriam’s kangaroo rat.

Note that monarch butterfly, a candidate species for listing under ESA, may be present in any 

portion of the project area during nine months of the year. 

No biologist is required during construction along portions of the alignment not listed above—

for example, in urban areas of Rancho Cucamonga, Hesperia, and Victorville—although 

22 Compensation for minimized unavoidable impacts could include onsite restoration and/or creation, offsite restoration, acquisition of 

mitigation credits, acquisition and protection of conservation lands, or a combination of these methods. 

23 The following proposed mitigation measures for the Project were adapted and modified as appropriate from the Revised Measures for 

Biological Opinion on DesertXpress High-Speed Train Project, Victorville, California to Las Vegas, Nevada (USFWS 2021). General measures 

applicable to the entire Project. 

OCTOBER 2022 90 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Brightline West and its contractors may choose to utilize resource monitors/biological monitors 

at their discretion in these areas to ensure environmental compliance. 

Mitigation Measure BIO-2: Avian Avoidance – Exclusion Areas and Timing 

Certain types of construction activities are not to be commenced during bird breeding season at 

three separate locations along the alignment. The types of construction activities regulated are 

pile driving and ground disturbance (defined below). This avoidance mitigation measure does 

not apply to other construction activities or other locations. 

Three separate locations of Avian Avoidance Exclusion Areas are shown on figures in Appendix 

A and are as follows: 

▪ Area 1. Mojave River (Figure A-1) 

▪ Area 2. Cajon Wash (Figure A-2) 

▪ Area 3. Lytle Creek (Figure A-3) 

Pile driving and ground disturbance activities are prohibited in the Avian Avoidance Exclusion 

Areas during closure dates, unless the work is initiated prior to the start of the closure period. 

Project-related ground disturbance is defined as: 

▪ Vegetation removal, including clearing and grubbing of vegetation, 

▪ Site preparation including grading and establishment of construction access, or 

▪ Grading, earth moving, stockpiling materials, excavation, and filling activities. 

Table 42 summarizes the closure dates for the three Avian Avoidance Exclusion Areas. 

Table 42. Avian Avoidance Exclusion Areas and Closure Dates 

Location 

Closure Dates 

From To 

Area 1. Mojave River Crossing March 15 September 30 

Area 2. Cajon Wash February 15 September 30 

Area 3. Lytle Creek February 15 September 30 

USFWS has verified bird nesting dates, which are summarized for reference in Table 43. 

Table 43. ESA-Listed Bird Species’ Nesting Dates (information provided for reference) 

Species Breeding Habitat Used Nesting Dates 

Closure Dates 

Cajon 

Wash 

Lytle 

Creek 

Mojave 

River 

Coastal California 

gnatcatcher 

(Polioptila californica 

californica) 

Coastal sage scrub and 

adjacent areas of 

chapparal, grassland, and 

riparian vegetation 

February 15 to 

August 301 

Yes Yes No 

OCTOBER 2022 91 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Closure Dates 

Cajon Lytle Mojave 

Species Breeding Habitat Used Nesting Dates Wash Creek River 

Least Bell's vireo 

(Vireo bellii pusillus) 

Desert Riparian, Riverine, 

Valley Foothill Riparian 

March 15 to 

September 302 

Yes Yes Yes 

Southwestern willow 

flycatcher 

(Empidonax traillii 

extimus) 

Desert Riparian, Riverine, 

Valley Foothill Riparian 

May 1 to 

September 13 

No No Yes 

Western yellow-billed 

cuckoo 

(Coccyzus americanus) 

Desert Riparian, Riverine, 

Valley Foothill Riparian 

June 1 to 

September 14 

No No Yes 

Notes: 

1. USFWS. 2019. Section 7 Consultation on FEMA Disaster, Mitigation, and Preparedness Programs in Imperial, Inyo, Kern, Los 

Angeles, Orange, Riverside, San Bernardino, and San Diego Counties, California. File Number: FWS-CFWO-16B0293-

18F1358. May 31. 

2. USFWS. 1998. Draft Recovery Plan for the least Bell’s vireo. U.S. Fish and Wildlife Service, Portland, Oregon.

3. USFWS. 2002. Southwestern Willow Flycatcher Recovery Plan, Appendices A through O. Albuquerque, New Mexico. 

4. Laymon, S.A. 1998. Yellow-billed Cuckoo (Coccyzus americanus). In The Riparian Bird Conservation Plan: a strategy for 

reversing the decline of riparian-associated birds in California. California Partners in Flight. Accessed August 2, 2022. 

http://www.prbo.org/calpif/htmldocs/species/riparian/yellow-billed_cuckoo.htm. 

Mitigation Measure BIO-3:Conduct Mandatory Environmental Awareness Training Program 

All Project staff, including Brightline West, contractors, operators, consultants, field personnel, 

and subcontractors, will attend a mandatory environmental awareness training program. The 

program will be developed and presented by knowledgeable biologists. 

The curriculum will cover the following, at a minimum: 

▪ Awareness information for each ESA-listed species potentially present and designated 

critical habitats in the project area 

▪ The legal protection for each ESA-listed species, critical habitats, and the definition of “take” 

for listed species 

▪ Measures to protect ESA-listed species during construction 

▪ Review of the Project’s environmental commitments, restoration steps, and mitigation 

requirements 

▪ Explanation of the reasoning behind the restrictions on the construction, where restrictions 

exist 

▪ Importance of avoiding ground-disturbing activities outside the designated work areas, 

closing construction gates, and visually surveying designated work zones prior to moving 

equipment 

▪ Requirements for ground and general areas inspection prior to moving vehicles and 

equipment 

▪ Explanation of the problem of generalist predators, such as common ravens (Corvus corax) 

OCTOBER 2022 92 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Explanation of the importance of keeping construction areas free from trash and litter and 

avoiding subsidizing generalist predators 

▪ Penalties for violation of Federal and State environmental laws 

Training will be documented, including names of trainees and dates of completion. All trained 

workers will be given an identifying sticker to be worn on site. 

Mitigation Measure BIO-4:Plan for and Conduct Biological Monitoring during Construction 

At least 60 days prior to the start of Project-related ground disturbance that will occur within 

200 feet of any occupied ESA-listed habitat or within any suitable habitat within designated 

critical habitat area, a written Biological Monitoring Plan (Plan) will be developed by Brightline 

West for approval by USFWS. 

The Plan will discuss the type, locations, and timing of physical disturbance: (1) within 400 feet 

of any occupied ESA-listed species habitat, or (2) within suitable habitat within designated 

critical habitat areas. 

The Plan will identify appropriate monitoring and reporting needs, including responsibilities, 

timing, and monitoring activities, and will identify coordination requirements, safety 

requirements, and communications, including points of contact. The Plan will be implemented 

during construction to ensure compliance with environmental commitments and will focus on 

commitments under the ESA. 

Mitigation Measure BIO-5:Reporting 

No more than 120 days after the completion of construction, the Biologist(s) will prepare a 

monitoring, restoration, and mitigation report for submission to USFWS for any construction 

areas: (1) within 400 feet of any occupied ESA-listed species habitat, or (2) within suitable 

habitat within designated critical habitat areas. The report will include the results of 

construction monitoring, photographs, and the type and locations of installed mitigation and 

restoration measures. 

Mitigation Measure BIO-6:Photographs 

The Biologist(s) will take pre- and post-construction photographs to document habitat 

conditions and alterations within the LOD during construction activities. Photographs will be 

dated, their locations recorded, and will be stored in a manner that will allow access for 

reporting purposes. 

Mitigation Measure BIO-7:Designated Work Areas 

In areas adjacent to sensitive resources, the contractor will restrict all work to designated work 

areas through the use of visible demarcation. 

The following are locations of sensitive resources: 

▪ Mojave Desert vicinity: From the northern-most Project extent, continuing south to the I 15 

Bridge over D/E Street in Victorville 

▪ Cajon Canyon and Cajon Summit vicinity: From I 15 at Oak Hill Road to I 15 at Hall Ranch 

Road 

▪ Cajon Wash and Lytle Creek vicinity: From I-15 at Hall Ranch Road to I-15 at Summit Avenue 

OCTOBER 2022 93 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The contractor will avoid any unauthorized disturbance of native vegetation and sensitive 

resources outside the designated work area. Remnant habitat and existing stands of native 

vegetation will be identified and protected wherever possible. 

During construction, the biologist, or their representative, will inspect the visible demarcation 

and shall help ensure that construction equipment, vehicles, and associated activities remain 

within designated construction work areas. 

Mitigation Measure BIO-8:Noxious Weed Management During Construction 

The contractor will perform a noxious weed survey prior to ground-disturbing activities. During 

and following construction, the contractor will avoid the introduction or spread of noxious 

weeds by performing weekly inspections and weed removal/control. 

Mitigation Measure BIO-9:Avoid Injury to Wildlife 

Supplies, equipment, and/or construction excavations where wildlife could hide (e.g., materials 

stockpiles, equipment in staging areas, and under vehicles) will be inspected by all construction 

crew members prior to moving or working on or with them to avoid killing or injuring wildlife. If 

wildlife is detected, the Biologist will be contacted. 

Mitigation Measure BIO-10: Preserve Biological Material 

The contractor and Brightline West will preserve any dead biological material encountered 

related to endangered species in the best possible state for later analysis. Preservation may 

include chilling and general protection from disturbance. 

Mitigation Measure BIO-11: Prepare and Implement a Temporary Erosion and Sediment 

Control Plan 

The contractor will prepare and implement a Temporary Erosion and Sediment Control Plan 

that identifies BMPs best suited for site conditions. The plan will meet applicable Caltrans 

standards. 

Mitigation Measure BIO-12: Implement Spill Prevention, Control, and Countermeasures Plan 

The contractor will develop and implement a Spill Prevention, Control, and Countermeasures 

Plan for construction activities. The potential for chemical spills or releases of contaminants, 

including any non-stormwater discharge to drainage channels, will be managed and the risk 

reduced. If a spill occurs, cleanup, containment, and response measures will be implemented. 

Any accidental spills will be immediately contained and reported to the California Office of 

Emergency Services (1-800-852-7650) and the National Response Center (1-800-424-8802). 

Mitigation Measure BIO-13: No Storage of Construction Equipment or Materials within the 

100-Year Floodplain 

The contractor will not store construction equipment, chemicals, fuels, or lubricants within the 

100-year floodplain of any water feature. 

Mitigation Measure BIO-14: Equipment Maintenance and Refueling only in Designated Areas 

All equipment maintenance and dispensing of fuel, oil, coolant, or any other such activities will 

be restricted to the designated staging areas outside of the Mojave River floodplain, Cajon 

OCTOBER 2022 94 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Wash, and Lytle Creek to prevent the release of hazardous substances into these sensitive 

areas. 

Mitigation Measure BIO-15: Fugitive Dust Control Plan 

The contractor will develop and implement a Fugitive Dust Control Plan that includes, at a 

minimum, the following: 

▪ Reduce nonessential earth-moving activity under high-wind conditions when visible dusting 

occurs from surfaces due to wind erosion. 

▪ Water will be used for stabilization of surfaces for fugitive dust control within 400 feet of 

areas occupied by ESA-listed species, or within suitable habitat within designated critical 

habitat areas. 

▪ Periodic watering for short-term stabilization of disturbed surface area. 

▪ Prevent track-out onto paved surfaces and clean up any tracked materials immediately. 

▪ Stabilize graded site surfaces upon completion of grading when subsequent development is 

delayed or expected to be delayed more than 30 days, except when such a delay is due to 

precipitation that dampens the disturbed surface sufficiently to eliminate visible fugitive 

dust emissions. 

Mitigation Measure BIO-16: Prevent Erosion and Sedimentation 

The Project Sponsor will employ permanent stabilization measures upon completion of 

construction along washes and in other areas of potential erosion. 

Mitigation Measure BIO-17: Minimize Impacts on Water Availability 

The contractor will obtain water from existing commercially available water sources during 

construction. No new groundwater wells or surface water impoundments will be developed 

without Federal, State, and local permits as appropriate and legally required. 

Mitigation Measure BIO-18: Drainage Systems Design 

Existing stormwater systems will be designed or redesigned by Brightline West to 

accommodate runoff from impervious surfaces. Drainage facilities will detain flows and will not 

contribute to additional flows in rivers, streams, and washes. 

Mitigation Measure BIO-19: Nesting Sites 

All new utility lines and ancillary structures associated with the Project will be designed by 

Brightline West in a manner that will reduce the likelihood of nesting, especially by common 

ravens. 

Mitigation Measure BIO-20: Incorporate Site-Specific Permanent Water Quality Treatment 

Devices 

Permanent water quality treatment devices that comply with State and local requirements, as 

applicable, will be installed by the contractor to meet water quality objectives. 

Mitigation Measure BIO-21: Construction Noise and Vibration Control Measures 

The contractor will employ noise control measures to reduce noise from construction including: 

OCTOBER 2022 95 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Use equipment with enclosed engines and/or high-performance mufflers. 

▪ Locate stationary construction equipment as far as possible from noise-sensitive sites. 

▪ Construct noise barriers, such as temporary walls or piles of excavated material, between 

noisy activities and noise-sensitive receivers. 

▪ Route truck traffic along roadways that will cause the least disturbance to species. 

▪ Avoid impact pile driving wherever possible. Use drilled piles or sonic/vibratory pile driver 

wherever possible. If impact pile drivers must be used near noise-sensitive receptors, 

implement a slow start and limit activity to daylight hours. 

Mitigation Measure BIO-22: Implement Litter-Control Program 

The contractor will implement a litter-control program during construction to avoid subsidizing 

(feeding) generalized scavengers, such as common ravens. The program will include: 

▪ Use of covered, common-raven-proof trash receptacles 

▪ Daily removal of trash from the trash receptacles 

▪ Daily site inspections 

▪ Proper disposal of trash in a designated solid waste disposal facility 

Precautions will also be taken to prevent trash from blowing out of construction vehicles. 

Mitigation Measure BIO-23: Implement Housekeeping to Deter Opportunist Predators 

To mitigate subsidized predation, operational standards will be planned and implemented by 

Brightline West to maintain railway and stations free of food and habitat elements that 

facilitate opportunist predators. 

Mitigation Measure BIO-24: Prohibited Items and Feeding of Wildlife 

Feeding of wildlife will not be allowed. No pets or firearms will be allowed in the construction 

area. 

Mitigation Measure BIO-25: Maintain Existing Wildlife Crossings 

New culverts, bridges, and viaducts will align with any existing I-15 structures to maintain a 

continuous wildlife crossing corridor. Where the alignment of new culvert, bridges, or viaduct 

will deviate from alignment with existing I-15 structures, Brightline West will design and install 

appropriately sized crossing structures at appropriate intervals to allow for terrestrial wildlife to 

pass under the proposed alignment. 

Mitigation Measure BIO-26: Avian Species Preconstruction Surveys 

Surveys for the presence of suitable habitat for nesting avian species (least Bell’s vireo, western 

yellow-billed cuckoo, and southwestern willow flycatcher) at locations of potentially suitable 

habitat within the temporary and permanent limits of disturbance (LOD) shall be conducted by 

the biologist prior to the start of construction. Surveys for the presence of suitable habitat for 

coastal scrub nesting avian species (coastal California gnatcatcher) at locations of potentially 

suitable habitat shall be conducted by the biologist prior to the start of construction. 

Coordination with USFWS is required on the result of the surveys. 

OCTOBER 2022 96 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Mitigation Measure BIO-27: Native Plant Community Restoration Plans 

Brightline West will develop and implement Restoration Plans to restore areas of native 

vegetation that are temporarily disturbed by construction. Within Caltrans right-of-way, 

restoration will follow Caltrans requirements. Within Caltrans right-of-way that is also within 

designated critical habitat, restoration will include habitat structure consideration of each 

species. Initiation of restoration will occur within one year of the completion of construction at 

any location along the alignment, during the appropriate seasonal window. Replanting will not 

be delayed. 

The Restoration Plan(s) will address: 

▪ Restoration of site topography to preconstruction contours 

▪ Soils amendments and ameliorate soil compaction 

▪ Soil stabilization by compost, mulch, erosion blankets, or other as appropriate 

▪ Irrigation 

In consultation with the Caltrans District Landscape Architect, Brightline West will develop and 

implement permanent or temporary irrigation systems to supply water to replacement 

landscape plantings. 

▪ Minimize Negative Effects of Nighttime Operational Lighting 

Nighttime lighting at passenger stations and along the rail alignment will incorporate minimized 

light intensity, duration, and distribution and will utilize wildlife- and insect-sensitive spectrum 

lighting to reduce the negative effects of artificial nighttime lighting to sensitive species. 

Passenger stations will incorporate light and glare screening measures—for example, use 

downward-cast lighting—and will use motion sensor lighting, where appropriate. 

▪ Remove Track-Killed Animals 

Brightline West will promptly remove all track-killed animals along the operating rail line to 

reduce significant effects associated with food subsidies to generalist predators, such as 

common ravens. 

▪ Remove Common Raven Nests 

Brightline West will annually monitor catenary and ancillary structures, power poles, auxiliary 

buildings, passenger stations, and parking areas to identify and remove common raven nests 

outside of the nesting season. Once raven nesting sites are identified, Brightline West will take 

actions to block the site from raven reuse. In coordination with USFWS, adaptive management 

may be undertaken if the initial measures are unsuccessful to remove common raven nests. 

▪ Operations of Passenger Stations 

To mitigate potential subsidized predation, Brightline West will plan and implement operational 

standards for maintaining railway and passenger stations to not support generalist predators. 

Stations and other operations areas will always be free of food sources and will eliminate 

habitat support elements that facilitate opportunist predators. 

▪ Invasive Plant Species Control During Operations 

OCTOBER 2022 97 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Following the completion of construction activities, Brightline West will develop an Invasive 

Plant Species Monitoring and Control Plan for review and approval by USFWS. Invasive plant 

species in the temporary disturbed areas and operational areas will be monitored: Monthly 

from January through June for two growing seasons following construction 

4.5.6.2 Arroyo Toad 

Mitigation Measure BIO-28: Arroyo Toad Preconstruction Surveys 

Prior to the start of construction, USFWS-approved Biologists will conduct surveys for the 

presence of suitable habitat for arroyo toad. Coordination with USFWS prior to implementation 

of any survey is required. 

Presence/absence surveys will be conducted at all locations identified to have suitable habitat 

prior to the start of construction. Depending upon survey findings, additional protective 

measures during construction may be required. 

Survey procedures will be consistent with survey protocols for arroyo toad (USFWS 1999a). To 

be reasonably confident that arroyo toads are not present at a site, at least six (6) surveys must 

be conducted with at least 7 days between surveys. Surveys will be conducted during the 

breeding season, which generally occurs from March 15 through July 1. Extreme weather 

conditions can cause variations in the breeding season; these conditions should be fully 

considered when developing a schedule of surveys. 

4.5.6.3 Coastal California Gnatcatcher 

Mitigation Measure BIO-29: Coastal California Gnatcatcher Preconstruction Surveys 

Surveys for the presence of suitable habitat for coastal California gnatcatcher will be conducted 

by biologists prior to the start of construction by biologists that meet USFWS’s minimum 

qualifications (USFWS 2019). Coordination with USFWS prior to implementation of any survey is 

required. Preconstruction surveyors will obtain ESA Section 10(a) permits, as necessary. 

Prior to the start of construction, presence/absence surveys following standard protocols 

(USFWS 1997) will be conducted by biologists at all locations identified to have suitable coastal 

scrub habitat. Depending upon survey findings, additional protective measures implemented 

during construction (e.g., nest monitoring) may be required in the vicinity of coastal California 

gnatcatchers. 

4.5.6.4 Least Bell’s Vireo

Mitigation Measure BIO-30: Least Bell’s Vireo Preconstruction Surveys

Prior to the start of construction, biologists will conduct surveys for the presence of suitable 

habitat for least Bell’s vireo. Coordination with USFWS prior to implementation of any survey is 

required. 

Presence/absence surveys will be conducted at all locations identified to have suitable habitat 

prior to the start of construction following standard protocols (USFWS 2001). Under normal 

circumstances, all riparian areas and any other potential vireo habitats should be surveyed at 

least eight times during the period from April 10 to July 31. Depending upon survey findings, 

additional protective measures during construction may be required (e.g., additional nest 

monitoring). 

OCTOBER 2022 98 
4.5.6.5 Southwestern Willow Flycatcher 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Mitigation Measure BIO-31: Southwestern Willow Flycatcher Preconstruction Surveys 

Surveys for the presence of suitable habitat for southwestern willow flycatcher will be 

conducted by biologists prior to the start of construction. Coordination with USFWS will occur 

prior to implementation of any survey. 

Surveys will be implemented consistent with the U.S. Geological Survey’s protocol for the 

southwestern willow flycatcher suitable habitat determinations (Sogge et al. 2010). 

Presence/absence surveys will be conducted at all locations identified to have suitable habitat 

prior to the start of construction. Surveyors will obtain ESA Section 10(a), permits, as necessary. 

All riparian areas and any other potential southwestern willow flycatcher habitats should be 

surveyed over five periods during the time from May 15 to July 17. Depending upon survey 

findings, additional protective measures during construction may be required. 

4.5.6.6 San Bernardino Merriam’s Kangaroo Rat

Mitigation Measure BIO-32: San Bernardino Kangaroo Rat Restricted Work Areas 

In collaboration with USFWS and prior to the start of any ground disturbance, the biologist will 

identify areas within the construction temporary and permanent LOD that may support San 

Bernardino Merriam’s kangaroo rat. These areas will be called “SBKR restricted work areas” and 

would most likely be located along the Project alignment between the vicinity of Hall Ranch 

Road to the vicinity of Summit Avenue and include Cajon Wash, Lytle Creek, and terraces 

adjacent to these features. Areas of existing infrastructure and areas lying between I 15 

highway lanes (median) in these vicinities would not be included in restricted work areas. 

Coordination with and approval by USFWS will occur to identify and refine the geographical 

boundary of the SBKR restricted work areas. 

Mitigation Measure BIO-33: Conduct San Bernardino Merriam’s Kangaroo Rat

Preconstruction Surveys 

The contractor or Brightline West will implement surveys for San Bernardino Merriam’s 

kangaroo rat prior to initiation of ground-disturbing activities in the SBKR restricted work areas. 

Coordination with USFWS will occur prior to implementation of any surveys for San Bernardino 

Merriam’s kangaroo rat. Surveyors will obtain ESA Section 10(a) permits, as necessary. Areas to 

be surveyed and results of surveys will be coordinated with USFWS. 

Mitigation Measure BIO-34: Construction Monitoring and Reporting Requirements for SBKR 

Restricted Work Areas 

For the duration of construction work within the SBKR restricted work area, the biologist(s) will: 

▪ Review the previous week’s construction activities and the upcoming week’s construction 

activities to determine if there are areas that need additional inspection, fencing, or 

monitoring. 

▪ Inspect the San Bernardino Merriam’s kangaroo rat barrier fencing daily during active 

ground disturbance. 

OCTOBER 2022 99 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Inspect San Bernardino Merriam’s kangaroo rat barrier fencing weekly during any pause in 

construction of greater than 1 week. 

▪ Search the construction footprint for any kangaroo rat sign early in the morning and prior to 

any ground-disturbing activities. 

▪ Contact USFWS immediately if kangaroo rat sign is detected inside the barrier fencing. 

▪ Provide a weekly written report of construction monitoring activities and findings to USFWS 

within 4 business days following the end of each week during ground-disturbing 

construction within the SBKR restricted work area. 

Mitigation Measure BIO-35: San Bernardino Merriam’s Kangaroo Rat Capture and Release 

Plans 

The biologist will develop and implement San Bernardino Merriam’s kangaroo rat Translocation 

Plans for USFWS review. All Translocation Plans shall be submitted to, and approved by, 

USFWS. USFWS shall have 30 days to review the SBKR Translocation Plans. SBKR Translocation 

Plans shall provide procedures and protocols to follow when SBKR are relocated from the 

restricted work areas. 

SBKR Translocation plans shall include, but are not limited to: 

▪ Clearance procedures for construction areas 

▪ Relocation procedures 

▪ Procedures for determining the health of the species 

▪ Receiving areas 

▪ Methods that would be used to manage and protect receiving areas 

▪ Monitoring for short- and long-term success of the relocated species 

Mitigation Measure BIO-36: Install and Maintain San Bernardino Merriam’s Kangaroo Rat

Barrier Fencing 

Within any portion of the SBKR restricted work area and prior to initiating ground-disturbing 

activities, San Bernardino Merriam’s kangaroo rat barrier fencing will be installed by the 

contractor between the construction activities and the surrounding area. 

▪ San Bernardino Merriam’s kangaroo rat barrier fencing will be constructed. San Bernardino 

Merriam’s kangaroo rats can be excluded with fencing suitable for effective small mammal 

exclusion that uses anti-climb technology 30 to 36 inches high above ground with the 

bottom buried at least 12 inches deep with a 6-inch apron lying at 12 inches deep at a right 

angle. 

▪ No gaps greater than 0.5 inch will be allowed. 

▪ The biologist or the biologist’s representative will be present when the fence is installed to 

ensure that no burrows or burrow entrances are covered by the apron of the barrier fence. 

▪ The construction monitor will check the temporary barrier fencing at the close of each 

workday to ensure it is in place and properly maintained. 

OCTOBER 2022 100 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Fence gaps greater than 0.5 inch will be repaired within 24 hours of detection. 

Mitigation Measure BIO-37: Preconstruction Trapping 

Prior to ground disturbance, the biologist(s) will conduct preconstruction trapping of SBKR 

inside exclusion fenced areas. Trapping will be conducted at each location until no San 

Bernardino Merriam’s kangaroo rats are trapped for two consecutive nights. Initial trapping is 

required to be performed on the evening of the first day on which the barrier fence installation 

is complete. 

Trapped San Bernardino Merriam’s Kangaroo Rat Housing and Release

The biologist(s) will house and release all captured San Bernardino Merriam’s kangaroo rats as 

soon as possible following trapping. The captured San Bernardino Merriam’s kangaroo rats will 

be housed in suitable facilities until the released. The protocol for housing trapped San 

Bernardino Merriam’s kangaroo rats will follow the holding/animal care requirements. 

Captured San Bernardino Merriam’s kangaroo rats will be translocated by soft-release into 

appropriate receiving habitat. 

4.5.6.7 Desert Tortoise 

Mitigation Measure BIO-38: Desert Tortoise Potential or Actual Presence and Response 

Desert tortoise is not likely to occur within the construction area; thus, preconstruction surveys 

are not required at this time. If desert tortoise sign, burrows, or individuals are determined to 

be, or possibly be, present in areas of ground disturbance, then Brightline West or their 

contractor will notify USFWS immediately. 

In any situation where a desert tortoise places itself in danger (e.g., it enters a work area), 

Brightline West will take immediate action to protect the animal and contact USFWS for 

additional guidance. The construction contractor will immediately cease work in the vicinity 

that could injure or kill the animal. Brightline West will observe the animal until it is moved with 

USFWS approval from harm’s way.

Mitigation Measure BIO-39: Design and Install Suitable Culverts 

Where culverts are used, Brightline West will design and install desert tortoise-suitable culverts. 

Box culverts must be at least 3 feet on a side, and pipe culverts must be at least 3 feet in 

diameter. Box culverts are recommended over pipe culverts because desert tortoises are less 

likely to use box culverts as burrows. If a new culvert is to be tied to an existing culvert under 

I-15, Brightline West, with approval from USFWS, may forego these specifications if they are 

incompatible with the existing culverts. 

Mitigation Measure BIO-40: Notification of Desert Tortoise Injury or Death 

The contactor and or Brightline West will notify the Project’s point of contact at the Carlsbad 

Office of USFWS by telephone or electronic mail within 3 days of desert tortoise injury or death. 

The notification must include the date, time, and location of the carcass; a photograph; cause 

of death, if known; and any other pertinent information. The circumstances surrounding the 

incident will be reviewed with USFWS to determine whether additional protective measures are 

required for the Project. Project activities may continue during the review, provided that the 

proposed protective measures have been, and continue to be, fully implemented. 

OCTOBER 2022 101 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Mitigation Measure BIO-41: Refer to USFWS Regarding Desert Tortoise 

Construction crew members will refer all issues regarding the desert tortoise to the USFWS. 

Mitigation Measure BIO-42: Provide Rock-Slope Protections 

Placement and construction of rock-slope protections will require the interstitial spaces within 

rock-slope protection to be filled with substrate to prevent trapping of desert tortoises. 

4.5.6.8 ESA-Listed Plant Species Protection 

Mitigation Measure BIO-43: Listed Plants Preconstruction Surveys 

Qualified botanists will conduct preconstruction surveys within suitable habitat for ESA-listed 

plant species prior to any ground disturbing activities. 

Mitigation Measure BIO-44: Protect ESA-Listed Plant Populations 

Prior to initiating ground-disturbing activities, the contractor will place temporary construction 

fencing around all ESA-listed plant species that occur within the TCAs. When ESA-listed plants 

are observed within TCAs, avoidance and minimization measures will be applied by Brightline 

West. Exclusionary areas will be signed for avoidance by construction equipment and 

personnel. Depending on the proximity of the ESA-listed plant populations to the construction 

work area, the plant populations will be monitored by Brightline West during and following 

construction to avoid significant effects. 

Mitigation Measure BIO-45: Avoid Known Special-Status Plant Populations 

To the extent possible, the Project will completely avoid areas with ESA-listed plant populations 

by designing viaduct piers outside such areas. 

4.5.6.9 Monarch Butterfly 

Mitigation Measure BIO-46: Provide and Support Pollinator and Nectary Sources 

Pollinator plants and milkweed species supporting monarch butterflies must be included in 

plans for restoration and landscape areas. 

4.5.6.10 Nesting Migratory Birds 

Mitigation Measure BIO-47: Coordinate Construction Timing to protect Migratory Birds 

In areas of suitable nesting habitats at the Mojave River, Lytle Creek, Cajon Wash, Cajon 

Canyon, and Cajon Summit, initial ground and vegetation disturbance during construction will 

be scheduled to avoid migratory bird nesting season, from March 1 to July 15, to avoid take 

under the MBTA. Appendix B of the Threatened and Endangered Species Technical Report 

(Attachment F) provides detailed information on which species and when migratory birds 

species will be present. 

OCTOBER 2022 102 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.6 Energy Resources 

An evaluation of energy resources provides a consideration of a project’s use of energy supplies 

(such as coal for electricity; natural gas for transportation; and fuel for construction vehicles). 

Use of energy supplies might result from construction, operation, and/or maintenance of the 

Project. 

4.6.1 Regulatory Setting 

Executive Order 13693 

EO 13693, “Planning for Federal Sustainability in the Next Decade,” was signed March 19, 2015. 

EO 13693 introduces new requirements and expands upon requirements established by EO 

13514, EO 13423, the Energy Policy Act of 2005 (EPAct 2005), and the Energy Independence 

and Security Act (EISA) of 2007. Some goals of EO 13693 include GHG emission reduction and 

reporting, energy conservation and renewable energy increases, and sustainable employee 

commuting and workplace travel, amongst others. 

Executive Order 14052 

EO 14052, “Implementation of the Infrastructure Investment and Jobs Act,” was signed 

November 15, 2021. EO 14052 includes rebuilding America's roads, bridges, and rails. Goals of 

the policy include building infrastructure that is resilient and that helps combat the crisis of 

climate change and effectively coordinating with State, local, Tribal, and territorial governments 

in implementing these critical investments. 

Victorville General Plan 

The Victorville General Plan includes a number of policies and programmatic measures 

intended to ensure efficient energy use, including the following: 

▪ Policy 7.2.2: Support energy conservation by using low-emission non-fossil fuel reliant 

vehicles through Implementation Measure 7.2.2.1 and Implementation Measure 7.2.2.2. 

Implementation Measure 7.2.2.1 proposes to convert all City owned vehicles to lowemission non-fossil fuel vehicles and continue to update City fleets to meet new and better 

low-emission technologies. Implementation Measure 7.2.2.2 proposes to require drought 

tolerant landscaping in all City public developments, including buildings, parks and street 

right-of-way. 

Hesperia General Plan 

The Conservation Element of the Hesperia General Plan provides decision makers and City staff 

a guide to set policy that sets the foundation for preservation of natural resources and 

promotes the environmental integrity of the City of Hesperia. The Conservation Element 

includes the following goals relevant to the Project: 

▪ Goal CN-6: Provide programs and incentives to encourage residents, businesses, and 

developers to reduce consumption and efficiently use energy resources. Goal CN-6 is part of 

the Conservation Element of Hesperia’s General Plan and will be applied through a variety 

of implementation policies. Some implementation policies include encouraging the use of 

green building standards, incentives for energy efficient projects, and exploring additional 

methods of reducing waste. 

OCTOBER 2022 103 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Goal CN-7: Develop, promote, and implement policies to reduce and limit GHG emissions. 

Goal CN-7 is part of the Conservation Element of Hesperia’s General Plan and will be applied 

through a variety of implementation policies. Some implementation policies include 

implementation of a climate action plan, preservation of air quality and land resources, and 

promotion of energy conservation. 

Rancho Cucamonga General Plan 

The Project is included in the Rancho Cucamonga General Plan, Mobility and Access chapter as 

part of the solution to providing for safe, enjoyable, and healthy accessibility within the city. 

The overall mobility needs discussed in the General Plan includes connecting residents to their 

employers, connecting residents to destinations within the city, and connecting the rest of the 

Inland Empire to Rancho Cucamonga. 

San Bernardino County General Plan Renewable Energy and Conservation Element 

The San Bernardino County General Plan is a collection of planning tools intended to guide 

future decisions, investments, and improvements throughout the county. In doing so, the 

General Plan aims to increase renewable energy use throughout the County, including the 

transportation sector. 

4.6.2 Study Area 

The energy study area includes the LOD depicted in Figure 1 because that is where energy will 

be used for this Project. The study area includes the cities of Victorville, Hesperia, and Rancho 

Cucamonga. 

The energy study area consists of both State and local energy networks and, where relevant, 

energy that is bought and sold across state lines. In San Bernardino County in particular, 

available renewable resources include biomass fuels, wind, and solar energy. Most of the 

existing renewable energy production in the County occurs at large facilities that supply energy 

to the statewide power grid for consumption throughout California and beyond (San 

Bernardino County, 2016). 

4.6.3 Methodology 

FRA conducted a qualitative analysis to consider the potential direct and indirect impacts of the 

Project on energy consumption within San Bernardino County, and the cities of Victorville, 

Hesperia, and Rancho Cucamonga. Impacts on energy consumption were analyzed by assessing 

existing and projected energy consumption within the study area and comparing projected 

Project energy consumption with baseline and forecasted conditions. Information to support 

this analysis comes from the Air Quality Technical Report and Greenhouse Gas (Attachment B) 

and desktop survey of publicly available statewide and local energy use information. 

4.6.4 Affected Environment 

The affected environment includes both State and local energy networks and, where relevant, 

energy that is bought and sold across state lines. San Bernardino County and Southern 

California Edison (SCE) provide electricity to the study area. 

OCTOBER 2022 104 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Existing Transportation Energy Consumption 

Transportation accounts for a major portion of California's overall energy consumption. In 

2019, California fuel consumption for transportation ranged between 21.3 and 23.7 billion 

gallons per year, or between 58.2 and 64.8 million gallons per day (California Energy 

Commission, 2021). 

San Bernardino currently produces approximately 9,047,735 megawatts of electricity per hour 

(MWh) per year, 2,800,954 of which come from renewable sources (Reese, 2022). According to 

the California Energy Commission, electricity consumption in the transportation sector is 

projected to increase to 12,000 gigawatt-hours (GWh) by 2030, a six-fold increase from 

approximately 2,200 GWh in 2017, mainly due to the growth of light-duty plug-in electric 

vehicles and increasing electrification in other transportation sectors (e.g., high-speed rail) 

(California Energy Commission, 2021). 

According to the California Energy Commission, consumption of flex fuel (i.e., gasoline blended 

with ethanol or methanol fuel) is expected to increase to roughly 74 million gasoline gallons 

equivalent (GGE) by 2030, from roughly 21 million GGE in 2017. Consumption of hydrogen in 

the transportation sector is expected to increase to approximately 45 million GGE by 2030 from 

less than 1 million GGE in 2015 (California Energy Commission, 2021). More information 

regarding transportation energy consumption can be found in the Air Quality and Greenhouse 

Gas Technical Report (Attachment B). 

4.6.5 Environmental Consequences 

Impacts to energy resources include whether the Project would have the potential to cause 

demand to exceed available or future supplies of these resources. 

4.6.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

of the I-15 highway between Victor Valley and Rancho Cucamonga. The existing I-15 corridor 

will remain operational without improving major points of congestion or transportation 

capacity deficiencies along the highway. The No Build Alternative will not result in construction 

activities or impacts; therefore, no direct temporary or permanent impacts related to energy 

resources will occur. Energy will continue to be consumed at similar rates but will gradually 

decrease over time due to State and Federal mandates regarding renewable energy and 

passenger vehicle fuel efficiency standards. This may be counterbalanced by projected 

increases in travel demand along the corridor over time. Refer to Section 4.12.5.1 for more 

information regarding No Build travel demand. 

4.6.5.2 Build Alternative 

Construction of Build Alternative 

Energy consumption during construction of the Project will be largely associated with the use of 

petroleum to power construction equipment such as trucks and heavy machinery. These 

resources are generally non-renewable, but the construction methods and construction 

duration for the Project will be comparable to other similar projects. Construction of the Project 

will require electricity consumption to power some construction equipment. This energy 

consumption will be temporary, and this increase in consumption is not expected to exceed the 

OCTOBER 2022 105 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

available supply as San Bernardino currently produces approximately 9,047,735 MWh/year 

(Reese, 2022). Therefore, the Build Alternative’s construction impacts to energy resources are 

not anticipated to be significant. 

Operation of Build Alternative 

Once operational, the Project will be consistent with the local plans and policies regarding 

energy use outlined in Section 4.6.1. The main energy source for operation will be electricity to 

power the HSR trains. As detailed in the Air Quality and Greenhouse Gas Technical Report 

(Attachment B), the Project will require approximately 318,499 MWh/year of electricity to 

power the trains by 2045. While an increase in electricity will occur as a result of the Project, 

there is an adequate supply of electricity made available to power the Project as San 

Bernardino currently produces approximately 9,047,735 MWh/year (Reese, 2022). Additionally, 

this increase in electricity consumption will be partially offset by the overall reduction in fossil 

fuel consumption associated with Project-related VMT reduction, as discussed in Section 4.12.5. 

Therefore, operation of the Build Alternative will not have an impact on energy resources. 

4.6.5.3 Cumulative Impacts 

Construction of the Project, in combination with other past, present, and reasonably 

foreseeable future actions would result in temporary increases in energy demand. During 

construction activities, energy would be consumed in the production and transportation of 

construction materials and the operation and maintenance of construction equipment (indirect 

energy consumption). Energy used for construction is a one-time, nonrecoverable energy cost. 

Given the indirect nature of construction-related energy consumption, the cumulative energy 

needs would not require significant additional capacity nor significantly increase peak- or baseperiod demands for electricity from the electrical grid system. 

With adherence to standard practices for the provision and relocation of utilities, direct utility 

conflicts from the construction of the Project, in combination with other reasonably 

foreseeable development in the region, would avoid cumulative impacts during construction, 

and would not result in a cumulative impact. 

Operation of the Project, in combination with past, present, and reasonably foreseeable future 

projects, would not outpace the provision of energy resources and would reduce statewide 

long-distance city-to-city motor vehicle travel. Therefore, operation of the Project in 

combination with past, present, and foreseeable future actions would not result in a cumulative 

impact. 

4.6.6 Avoidance, Minimization, and Mitigation Measures 

No avoidance, minimization, or mitigation measures will be required for energy resources 

during construction or operation of the Project. 

4.7 Aesthetic and Design Quality 

Aesthetic and design quality deals broadly with the extent to which the Project would either: 1) 

produce light emissions that create annoyance or interfere with activities; or 2) contrast with, 

or detract from, the visual resources and/or the visual character of the existing environment. 

The presence of new infrastructure like overhead catenary wires, HSR trains, viaducts, and 

OCTOBER 2022 106 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

stations are examples of facilities with the potential to create visual impacts. These impacts can 

include impacts to visual resources utilized by Federally-recognized Tribes. Visual impacts can 

be difficult to define and assess because they involve subjectivity. 

The following analysis is based on the Visual Quality Technical Report prepared by HNTB, which 

is included as Attachment G to this EA. 

4.7.1 Regulatory Setting 

Consideration of potential impacts on the existing visual environment is informed by Federal 

rules and policies. The rules and policies focus on preserving visual quality, minimizing conflicts, 

improving aesthetic character, and mitigating adverse impacts. Some Federal regulations and 

policies that affect the visual impact analysis are listed below. 

▪ Section 4(f) of the Department of Transportation Act of 1966 (23 U.S.C. 138 and 49 U.S.C. 

303). The act became law on October 15, 1966. It is aimed to preserve the natural beauty of 

the countryside, public park and recreation lands, wildlife and waterfowl refuges, and 

historic sites. 

▪ Federal Highway Administration (FHWA) Guidelines for the Visual Impact Assessment for 

Highway Projects (FHWA 2015, 1988). 

▪ Bureau of Land Management (BLM) Manual H-8410-1 – Visual Resource Inventory (BLM 

1986a). 

In addition to these Federal regulations, visual analysis was informed by ongoing coordination 

with local Federally-Recognized Tribes. 

4.7.2 Study Area 

The Project will be built almost entirely within the Caltrans right-of-way for I-15. The study area 

for aesthetic and visual impacts is equivalent to the study Area of Potential Effects (APE) for 

cultural resources (refer to Section 4.11.2), because of the close connection between impacts 

on visual quality and impacts on historic properties; the visual setting of a historic property is 

often an important part of its historic integrity. The study area also includes culturally 

significant viewsheds identified through consultation with Federally-Recognized Tribes. These 

viewsheds are important visual elements of the traditional cultural environment. 

4.7.3 Methodology 

This qualitative analysis considers the potential direct and indirect visual impacts of the Project 

on the communities within San Bernardino County, and the cities of Victorville, Hesperia, 

Rancho Cucamonga, and Fontana. The methods used for this analysis incorporate key aspects 

of Section 4(f) of the Department of Transportation Act and of the visual guidance provided by 

BLM (1984, 1986a, 1986b) and FHWA (1988, 2015). Because Cajon Pass is an area of important 

cultural viewsheds that are tied to Native American tribal histories and educational traditions, 

FRA also incorporated ongoing consultation with local Federally-Recognized Tribes as part of 

the visual impact methodology. 

The visual quality assessment of the Project considers: 1) views from the proposed railway and 

stations, and 2) publicly accessible viewpoints toward those Project elements. The available 

viewsheds from any given viewpoint depend on the surrounding topography and existing level 

OCTOBER 2022 107 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

of development. Visual impacts of the Project were assessed by combining the severity of visual 

resource changes with anticipated sensitivity to visual changes. In general, intrusions into areas 

of high vividness, intactness, and/or unity will be considered adverse impacts, depending on the 

length of time a particular area is visible. Vividness, intactness, and unity are typically rated 

numerically and are considered together to determine overall visual quality. For the purposes 

of this assessment, the scale was simplified to three general levels of visual quality: low, 

average, and high. 

The analysis team selected multiple key observation points (KOPs), based on BLM and FHWA 

guidance, for visual representation in this report. The KOPs were selected to represent different 

sections of the Project; to capture views from population centers and other areas with high 

concentrations of public views; and to highlight visual changes in areas of visual sensitivity 

identified by analysts through field surveys and outreach with local stakeholders and Tribes. For 

example, specific culturally important views of Coyote’s Nose and Mormon Rocks were 

identified through close tribal coordination and consultation. These are included as KOP 7, 8, 9, 

and 13, and are referred to as “tribally-significant KOPs.” The selection of KOPs also considered 

the public accessibility of the viewpoint, angle of observation, number of viewers, duration of 

time the Project is in view, relative bulk and scale of the structures, light conditions, and viewer 

groups that have high potential to be affected by the Project considering the viewers’ visibility 

and sensitivity. Figure 10 shows the location of all 17 KOPs that were evaluated. 

To compare views from KOPs before and after the Project is built, the team photographed 

existing views, then prepared visual simulations that depict the relative scale and extent of the 

Project from the available viewshed. Visual simulations were developed by superimposing 

building volumes onto photographs of the existing views using three-dimensional modeling and 

post-production techniques. These simulations do not incorporate specific design elements, 

which are not known at this time. Refer to Attachment G to this EA for figures showing the 

existing conditions and visual simulations at each KOP. 

The team compared the KOP photographs and visual simulations to evaluate the potential 

changes to color, line, form, and texture of the viewshed. Potential visual impacts were 

determined by assessing changes to the visual resources and predicting viewer responses to 

those changes. Specifically, the team evaluated changes in vividness (the extent to which a 

landscape is memorable and associated with distinctive contrasting, and diverse visual 

elements), intactness (the extent to which a landscape is free from non-typical visual 

intrusions), and unity (the extent to which all visual elements combine to form a coherent, 

harmonious visual pattern). Where two out of these three elements of visual quality would be 

reduced by the Project for a given KOP, an impact to that KOP was said to occur. 

4.7.4 Affected Environment 

For this visual assessment, the affected environment is divided into three distinct sections 

based upon the landscape character of each. 

Section 1 (High Desert) consists of a desert landscape with rolling terrain and desert vegetation 

separated by waterways and washes with associated riparian vegetation. The desert vegetation 

and colors of the soil and rocks provide unity and are important elements of the existing visual 

quality. Views of the distant mountains, which are snowcapped much of the time, the Mojave 

River, and variations in vegetation along the route add to the visual vividness in the study area. 

OCTOBER 2022 108 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The major viewer groups identified in Section 1 include motorists along the I-15 highway, 

bicyclists and pedestrians along frontage roads, and local Federally-Recognized Tribes. Overall 

visual quality for these viewers is relatively average to high because of the lack of visually 

intrusive, tall, vertical elements in the landscape, except in commercial areas and urban centers 

such as Victorville. 

Section 2 (Cajon Pass) where the corridor transitions from the high desert into the mountainous 

passageway between the desert environment of Section 1 and the urban, built environment 

character of Section 3 (Greater Los Angeles). Section 2 is in the San Bernardino National Forest 

and mostly consists of mountainous topography with unique high desert vegetation and rock 

formations. The primary viewer groups identified in Section 2 include motorists traveling along 

the I-15 highway, bicyclists and pedestrians along frontage roads, recreational users at 

trailheads, and local Federally-Recognized Tribes. Overall visual quality tends to be average for 

these viewers because of the built elements in the landscape. 

Section 3 begins in San Bernardino and ends in Rancho Cucamonga. It primarily consists of an 

urban, built environment with dense residential, commercial, and industrial development. The 

major viewer groups in Section 3 include motorists traveling along I-15, residential 

neighborhoods, patrons at nearby civic shopping centers, pedestrians and bicyclists traveling 

along frontage roads, and local Federally-Recognized Tribes. Overall visual quality for the 

anticipated primary viewer groups tends to be average or low. 

OCTOBER 2022 109 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 10. Locations of Key Observation Points 

OCTOBER 2022 110 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.7.5 Environmental Consequences 

4.7.5.1 No Build Alternative 

The No Build Alternative will not develop a passenger HSR system along the I-15 highway 

between Victor Valley and Rancho Cucamonga. The existing I-15 corridor will remain 

operational, and the major points of congestion and transportation capacity deficiencies along 

the freeway will remain. 

The No Build Alternative will not result in temporary impacts on visual quality because no 

construction will occur. In the long term, views of heavy traffic on parts of the freeway will be 

longer in duration because traffic congestion is expected to worsen without implementation of 

the Project. Longer periods of congestion will impact views for travelers on the freeway as well 

as those of people viewing the freeway. 

4.7.5.2 Build Alternative 

Temporary Construction Effects 

Construction of the Project including railway, stations, and ancillary facilities will involve the use 

of heavy equipment, stockpiling of soils and materials, and other visual signs of construction. 

Construction will involve site preparation, foundation work, framing, structural construction, 

and finishing work. Changes in visual quality from construction will result from implementation 

of standard industry practices, including the use of temporary lighting, fences, barriers, 

stockpiling of materials, and the use of heavy equipment, and will result in temporary visual 

disturbances to natural visual resources, including unique landforms, views to distant 

mountains, and landscapes that have distinctive vegetation. Cultural resources identified in the 

study area (described in Section 4.11.2) would be sufficiently distant from construction 

activities such that no visual construction-period impacts are anticipated. No construction 

impacts to tribally-significant KOPs (KOP 7, 8, 9, and 13) were identified. Changes to visual 

quality will be limited through implementation of the avoidance and minimization measures 

summarized in Section 4.7.6. 

Operation of Build Alternative 

Railway 

Motorists, bicyclists, pedestrians, recreational hikers, and members of local FederallyRecognized Tribes traveling along I-15, residential neighborhoods, trails, frontage roads will be 

the primary viewers of the railway in non-urbanized areas of the alignment. Near elevated 

segments of the railway such as bridges and elevated retaining walls, Project elements such as 

barriers, fences, bridges, piers, catenary poles and wires, and passing trains will detract from 

the visual quality of views from the freeway toward the undeveloped desert landscape with low 

vegetation, rolling hills, and distant views of the mountains. Most of the railway alignment will 

be at grade in the median of I-15 and will be flanked on both sides by freeway lanes and 

vehicular traffic. In this setting, the Project will be consistent with the existing transportation 

corridor and will cause minimal changes in visual quality. 

Along a portion of the alignment through the desert north of the Mojave River, the viewsheds 

are designated by BLM as Class II and Class IV lands in the distance. The intent for lands 

OCTOBER 2022 111 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

designated as Class II by BLM is to retain the existing character of the landscape, allowing for 

only low level of change to the characteristic landscape. The intent for Class IV-designated lands 

is to provide for management activities that require major modifications of the existing 

character of the landscape, and the level of change to the characteristic landscape can be high. 

Project elements will contrast in form and could contrast in color and texture with the natural 

desert environment and landforms. Because the Project would be located within an existing 

transportation corridor, overall changes to the existing visual environment would be minimal. 

The Project will introduce new built elements to viewsheds in the study area, changing the 

views, and in certain cases, decreasing visual quality. Areas where new built elements have the 

potential to decrease visual quality include: where the rail structures are elevated and cross 

over the freeway, changing the views for motorists on I-15; where the rail structure is elevated 

and located parallel to the freeway, blocking or changing the viewshed to the distant mountains 

from vehicles along I-15; and in areas that are publicly accessible where the rail structures will 

alter the landscape character. 

Visual quality changes at all 17 KOPs are summarized in Table 44. 

Table 44. Summary of Visual Quality Changes at KOPs 

Key Observation Point Condition 

Visual Quality Rank 

Vividness Intactness Unity Overall 

Section 1 

KOP-1 

Victor Valley 

Existing Average Average Average Average 

Build Alternative Average Low Average Average 

KOP-2 

Victorville 

Existing Average Average Average Average 

Build Alternative Average Average Average Average 

Section 2 

KOP-3 

Hesperia 

Existing Average Average Low Average 

Build Alternative Average Average Low Average 

KOP-4 

Cajon Pass/San 

Bernardino NF 

Existing Average Average Average Average 

Build Alternative 

Average Average Low Average 

KOP-5 

Cajon Pass/ 

San Bernardino NF 

Existing Average Average Average Average 

Build Alternative Average Average Low Average 

KOP-6 

Cajon Pass/ 

San Bernardino NF 

Existing High Average High High 

Build Alternative Average Average Average Average 

KOP-7 

Cajon Pass/ 

San Bernardino NF 

Existing High Average Average Average 

Build Alternative High Average Average Average 

KOP-8 

Cajon Pass/ 

San Bernardino NF 

Existing High Average Average Average 

Build Alternative High Average Average Average 

KOP-9 Existing High Average Average Average 

OCTOBER 2022 112 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Key Observation Point Condition 

Visual Quality Rank 

Vividness Intactness Unity Overall 

Cajon Pass/ 

San Bernardino NF 

Build Alternative High Average Average Average 

KOP-10 

Cajon Pass/ 

San Bernardino NF 

Existing Average Average Average Average 

Build Alternative Average Average Average Average 

KOP-11 

Cajon Pass/ 

San Bernardino NF 

Existing Average Low Average Average 

Build Alternative Average Low Average Average 

KOP-12 

Cajon Pass/ 

San Bernardino NF 

Existing Average Average Average Average 

Build Alternative Average Low Average Average 

KOP-13 

Cajon Pass/ 

San Bernardino NF 

Existing Average Average Average Average 

Build Alternative Average Average Average Average 

KOP-14 

Cajon Pass/ 

San Bernardino NF 

Existing High Average Average Average 

Build Alternative Average Average Average Average 

Section 3 

KOP-15 

Rancho Cucamonga 

Existing Average Average Average Average 

Build Alternative Average Average Low Average 

KOP-16 

Rancho Cucamonga 

Existing High Average Average Average 

Build Alternative Average Average Average Average 

KOP-17 

Rancho Cucamonga 

Existing Low Average Low Low 

Build Alternative Low Low Average Low 

Source: HNTB 2022 

Notes: 

NF = National Forest 

Bold text indicates a drop in visual quality rank in regard to vividness, intactness, and unity. A drop in visual quality rank for two 

or more constitutes a drop in overall visual quality and represents an adverse impact. 

As demonstrated in Table 44, the Project would only have a negative impact on visual quality at 

KOP 6, which contains views of the surrounding San Gabriel and San Bernardino Mountains, 

and the SCE Boulder Dam–San Bernardino transmission lines. This KOP is discussed under its 

own subheading below. No impacts to the remaining 16 KOPs, including the tribally-significant 

KOPs 7, 8, 9, and 13, were identified. 

Key Observation Point 6, Cajon Pass/San Bernardino National Forest 

Figure 11 represents the view from KOP-6. It shows a view of a motorist traveling northbound 

on I-15, looking north toward the split of northbound and southbound I-15 as it climbs toward 

the summit of Cajon Pass. The view is vast of the surrounding San Gabriel and San Bernardino 

Mountains, and the SCE Boulder Dam–San Bernardino transmission lines are clearly visible in 

the middle ground. 

As illustrated in the visual simulation (bottom image in Figure 11), the Project would add 

several transportation-related elements to the view. The Project would construct a raised 

OCTOBER 2022 113 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

access road on the east side of the I-15, an elevated railway with retaining walls in the I15 

median, and a new overpass structure to support CHP and emergency vehicle access between 

the northbound and southbound lanes of the I-15. As a result, the Project would affect and 

partially block views of the mountains and rolling terrain. The effects would reduce the 

vividness to average due to the contrasting elements to the vast landscape. The intactness 

would remain average due to the integration of the Project into an existing transportation 

network. The unity of the view would be reduced to low due to the lack of visual coherence and 

compositional harmony of the landscape. The visual quality rank would reduce to average, and 

the Project would result in a visual impact at KOP6. 

Existing Condition, KOP-6 Rating 

Vividness: High 

Intactness: Average 

Unity: High 

Visual Quality: High 

Visual Simulation, Build Alternative, KOP-6 Rating 

Vividness: Average 

Intactness: Average 

Unity: Low 

Visual Quality: Average 

Figure 11. Key Observation Point 6, Cajon Pass/San Bernardino National Forest 

OCTOBER 2022 114 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Hesperia Station 

Motorists traveling on I-15 will be the primary viewers of the Hesperia station and associated 

infrastructure. Although the station platform will be in the median of I-15 and at the freeway 

grade, retaining walls, barriers, vertical circulation structures for passengers to access the 

station platform (e.g., elevator towers, stairways, and overhead canopies), will be visible 

components. The vertical passenger circulation elements and existing bridge will partially 

obstruct views to distant mountains and the desert environment. The additional built elements 

and obstruction of views represent moderate reductions in visual quality. Because motorists 

will typically be moving at freeway speeds, the visual changes will be experienced for a short 

duration for each motorist, limiting the degree of impacts for viewer groups, including 

motorists on I-15. In addition, the avoidance and minimization measures included in the Project 

will increase the station’s compatibility with the existing visual environment.

Rancho Cucamonga Station 

The Rancho Cucamonga station will be elevated on a structure with large retaining walls. The 

elevated station and railway, with catenary poles and wires, will detract from partial views from 

nearby office buildings of the distant San Gabriel Mountains. The station also will minimally 

affect views from ground-level viewing locations, such as the existing Metrolink parking lot. The 

elevated railway structure will create a visual sense of enclosure and will create shadows on the 

parking lot. The avoidance and minimization measures included in the Project will increase the 

station’s compatibility with the existing visual environment.

Ancillary Facilities 

Ancillary facilities associated with the Project, such as the traction power substation, will be 

generally consistent in visual character with the infrastructure normally seen along major 

highways such as I-15. 

The Project will implement avoidance and minimization measures, as summarized in 

Section 4.7.6, to maximize the Project’s visual compatibility with the existing visual 

environment. Overall, the Project would add new visual elements to the landscape that would 

generally be consistent with the existing transportation corridor and would not substantially 

alter the existing visual quality of the natural environment. 

4.7.5.3 Cumulative Impacts 

Construction of the Project in combination with other past, present, and reasonably 

foreseeable future actions, could temporarily degrade visual and aesthetic resources associated 

from construction activities such as demolition, vegetation removal, establishment of 

construction staging areas, and construction lighting. With adherence to standard practices 

including dust control measures and visual screening, visual impacts from construction of the 

Project, in combination with other reasonably foreseeable development in the study area, 

would minimize cumulative impacts during construction. Therefore, construction of the Project, 

in combination with cumulative projects, would not result in a cumulative impact. 

Overall, the visual character of the study area would continue to change with the development 

and expansion of urban and suburban development. Operation of the Project, in combination 

with past, present, and reasonably foreseeable future projects, would increase urban character 

OCTOBER 2022 115 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

and reduce desert landscape in the study area, and could detract from visual quality of existing 

views. In more developed areas along the alignment, including Rancho Cucamonga, many 

proposed Project features, including buildings, rail alignments, transmission poles, and power 

lines, are already present and visible in existing views. Adherence to the avoidance and 

minimization measures included in the Project would increase the railway and Hesperia and 

Rancho Cucamonga stations compatibility with the existing environment, minimizing 

cumulative impacts during construction. Therefore, operation of the Project, in combination 

with cumulative projects, would not result in cumulative visual impacts. 

4.7.6 Avoidance, Minimization, and Mitigation Measures 

As explained in Section 4.7.5.2, the Build Alternative will generally be consistent with the 

existing visual environment. The following industry standards and BMPs will be incorporated by 

Brightline West into the Project to minimize changes to the visual environment and to maximize 

the Project’s compatibility with the existing visual environment.

Construction 

Construction management as an industry standard practice will help to maintain an orderly 

sequence of construction and to properly contain, stockpile, and store materials and equipment 

that may impose on views temporarily. 

It is anticipated that construction crews will work at night. Any night construction lighting will 

be directed toward the work zone to minimize light spillover onto adjacent properties, to 

reduce glare for freeway motorists, and to prevent visible lighting overflow into the natural 

dark sky of the desert at night. Construction lighting will be screened from viewers with fencing, 

barriers, glare shields, and landscaping. 

Measures will be implemented by the contractor to control dust at construction areas, 

including staging areas for visibility and temporary access routes. 

Visual screening, such as fences, will be erected along construction and staging areas as 

appropriate. Landscaping and native vegetation that is cleared for TCAs (including staging and 

access) will be replaced. Disturbed areas within Caltrans right-of-way will be regraded to soften 

their contours and will be replanted as directed by Caltrans and within six months of the 

completion of construction. 

Operation 

Railway 

Brightline West will design rail features, including bridge pillars/columns, raised tracks, trains, 

catenary structures, crash barriers, retaining walls, abutments, fencing, and embankments to 

blend with or represent the surrounding desert or urban environment. Features will be created 

or stained in muted desert colors. Bright colors and highly reflective materials will be avoided, 

as feasible. Project elements defined in the design process will include visual elements that 

contribute to a sense of place and a memorable experience for motorists, pedestrians, and rail 

passengers. Concrete will be embossed with patterns, where appropriate, that are indicative of 

the surrounding environment and that create a visual link between the railway features and 

their surroundings, and will be similar in character to recent nearby freeway projects. 

OCTOBER 2022 116 
 

 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Hesperia Station 

The proposed Hesperia station and associated elements will be developed with architecture 

that complements the surrounding landscape character with flowing lines, form, and muted 

colors. The surface parking lot for the station will be surrounded with native landscaping that 

softens its appearance and helps it blend into its surroundings. The landscaping will include 

drought-resistant desert plants, rock, and stone. Pedestrian elements such as pathways, 

structures, and signage will be developed to pedestrian scale and will use patterns, colors, and 

symbols that represent and complement the desert landscape. Lighting will be designed to 

provide an adequate sense of safety for the station users, but consideration will also be given to 

minimize glare and obstruction of views and to support dark sky regulations through glarescreening measures, downward-cast lighting, motion sensors, and plantings that will assist with 

glare reduction. 

Rancho Cucamonga Station 

The proposed Rancho Cucamonga station and associated elements will be developed with 

architecture that complements the surrounding urban landscape character with flowing lines, 

form, and muted colors. The station and it associated surface parking lot will be landscaped 

with ornamental and native vegetation to soften the appearance of structures and hard 

surfaces. The landscaping will include drought-tolerant trees, shrubs, and groundcovers, as well 

as rock and stone. Pedestrian elements such as pathways, structures, and signage will be 

developed to pedestrian scale and will incorporate patterns, colors, and symbols that represent 

and complement the surrounding landscape. As at the Hesperia station, lighting for the Rancho 

Cucamonga station will be designed to provide an adequate sense of safety for station users, 

and to minimize glare, obstruction of views, and distractions and to support dark sky 

regulations. 

4.8 Land Use and Community Facilities 

Land use is the classification of activities occurring at a given location whether the land is in a 

natural state or has been modified or developed. Land uses are often identified by general 

plans, management plans, consultation with Federally-Recognized Tribes, and land use policies 

that determine the type and extent of land use allowable in specific areas and protect specially 

designated or environmentally sensitive areas. Ordinances (e.g., zoning) regulate the types of 

activities determined to be acceptable within the identified land uses. In addition to the 

impacts of noise on land use compatibility, other potential impacts may also affect land use 

compatibility (e.g., disruption of communities, relocation, induced socioeconomic impacts, and 

land uses protected under Section 4(f) of the USDOT Act). 

4.8.1 Regulatory Setting 

FRA guidance for the preparation of EAs advises that State, local, and regional land use plans be 

discussed and considered in land use analyses. 

4.8.1.1 Federal Land Policy and Management Act 

The Federal Land Policy and Management Act regulates how the BLM manages land under its 

jurisdiction. The act mandates public lands be retained in Federal ownership and declares that 

BLM will manage the public lands for predetermined uses and values. 

OCTOBER 2022 117 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.8.1.2 Local General and Specific Plans 

Hesperia General Plan 

The Hesperia General Plan, adopted in 2010, serves as a foundation for long-range planning 

land use decisions. The General Plan includes goals and policies related to land use, 

transportation, population growth and distribution, development, open space, resource 

preservation and utilization, air and water quality, noise impacts, safety issues and other 

related physical, social, and economic development factors. The Project would align with goals 

developed in the Hesperia General Plan, that focus on developing safe, and convenient 

transportation systems throughout the city to accommodate rail infrastructure that will meet 

current and future development requirements within the planning area. 

Oak Hill Community Plan 

The Oak Hill Community Plan was adopted by the City of Hesperia on April 3, 2022. Oak Hill is 

one of several unincorporated communities within the Victor Valley region of San Bernardino 

County. Oak Hills encompasses approximately 28 square miles within a transitional area 

between the foothills of the San Bernardino Mountains to the south and the Mojave Desert to 

the north and is bordered by the City of Hesperia to the east. The Plan’s goals and policies 

address the protection of natural resources and rural character. The Project would align with 

the Oak Hill Community Plan’s to increase circulation with San Bernardino County and 

surrounding areas. 

Main Street & Freeway Corridor Specific Plan (City of Hesperia) 

The Main Street & Freeway Corridor Specific Plan was adopted by the City of Hesperia in 2008. 

The Main Street corridor extends from I Avenue on the east to about a mile west of the 

interchange at I-15, which extends between the northern and southern city limits. The Specific 

Plan area is almost 80 percent vacant or underdeveloped. The Main Street & Freeway Corridor 

Specific Plan serves as a guideline for decision making and provides direction for the future of 

the specific plan area. Goals of the Plan include redevelopment that focuses on infill 

development, creation of jobs, and enhanced circulation including highest level access to multimodal transportation options, and increased freeway access to I-15. The Main Street & Freeway 

Corridor Specific Plan notes the potential for population growth within the specific plan area, 

which would require support for tourism oriented job growth along I-15. Therefore, the Project 

would be aligned with the Main Street & Freeway Corridor Specific Plan. 

Rancho Cucamonga General Plan 

The Rancho Cucamonga City Council adopted the Rancho Cucamonga General Plan update on 

December 15, 2021. The plan includes policies aimed at expanding transportation options that 

reduce automobile dependence. The Rancho Cucamonga General Plan cites the Project as a 

proposed connection to assist the city in becoming the regional transportation hub of the 

Inland Empire. 

Empire Lakes Specific Plan (City of Rancho Cucamonga) 

The Empire Lakes Specific Plan, adopted in 1994 and revised in 2016, is a specific plan for a 

planned 160-acre residential, office, and retail land use project adjacent to the west side of the 

Rancho Cucamonga Metrolink station. The Empire Lakes plan area is located within the Rancho 

OCTOBER 2022 118 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Cucamonga city limits, north of 4th Street (which forms the City of Rancho Cucamonga’s 

southern boundary with the City of Ontario), west of Milliken Avenue, east of Cleveland 

Avenue, and south of 8th Street and the BNSF/Metrolink rail line. The Empire Lakes Specific 

Plan identifies, in detail, the overall development concept of the mixed-use development and 

includes discussions of circulation and access. The plan prioritizes the improvement of 

economic vitality. 

4.8.2 Study Area 

The study area for land use and community facilities comprises a 150-foot buffer around the 

proposed alignment and a 0.25-mile buffer surrounding the permanent station areas in 

Hesperia and Rancho Cucamonga. 

4.8.3 Methodology 

This qualitative analysis considers the potential direct and indirect land use and community 

facility impacts of the Project on the communities within San Bernardino County, and the cities 

of Victorville, Hesperia, Rancho Cucamonga, and Fontana. Within the study area, FRA identified 

various land use designations based on general plans and zoning maps discussed in 4.8.1.2. To 

evaluate potential impacts to land use, FRA then compared the temporary and permanent 

Project footprint against the planned and existing land uses in the study area to determine 

whether non-transportation uses will be converted to transportation use either directly 

(because the area will be acquired by the Project) or indirectly (because the existing land use 

will be incompatible with the nearby or adjacent HSR use). Impacts to land use may occur 

through the conversion of existing land uses to transportation use, or the creation of uses that 

are inconsistent with land use plans or zoning ordinances. 

As the new rail alignment will be constructed almost entirely within the existing Caltrans rightof-way, land use changes from the alignment are not anticipated.24 Rather, FRA focused its 

analysis on the areas surrounding the two proposed stations and other facilities such as traction 

power facilities, which will be adjacent to existing and planned development in the study area. 

Consultation with Federally-Recognized Tribes 

Through consultation with Federally-Recognized Tribes, FRA sought information regarding 

current and historical uses of tribal ancestral and lands and cultural landscapes throughout the 

study area. Tribes described the cultural and religious significance of setting and features of the 

landscape. Though not a typical land use designation, FRA considered how the Project’s impacts 

to land use would impact the cultural landscape and setting. 

4.8.4 Affected Environment 

The affected environment includes both direct and indirect effects on local land use patterns. 

Throughout most of the alignment, development adjacent to the existing I-15 corridor is 

limited, especially north of Victorville and near Hesperia. In locations where development 

occurs within the 150-foot buffer, the main existing uses are residences, gas stations, 

24 The proposed rail alignment is located within the median of the I-15 highway between Victor Valley and Rancho Cucamonga, except for the 

last mile approaching the proposed Rancho Cucamonga station. The last mile of the Project, from I-15 to the Rancho Cucamonga Station, will be 

constructed following agreements with the City of Rancho Cucamonga and the SBCTA. 

OCTOBER 2022 119 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

restaurants, and automotive-related businesses centered on freeway interchanges. No 

community facilities have been identified within the study area. 

For purposes of this analysis, FRA assumed the traditional cultural landscape described by 

Tribes is within the affected environment. 

Hesperia Station Area 

The area within a 0.25-mile radius of the proposed station in Hesperia is governed by the 

Hesperia General Plan and the Oak Hill Community Plan. Figure 12 shows the land use context 

surrounding the proposed Hesperia station. 

Rancho Cucamonga Station Area 

Currently, the Rancho Cucamonga Metrolink Station serves the San Bernardino Line commuter 

rail, which connects downtown Los Angeles through the San Gabriel Valley and the Inland 

Empire to San Bernardino. The station accommodates an average ridership of 1,110 users per 

day.25 Additionally, the existing station offers connections for buses via the Omnitrans Route 

#81. 

Development within a 0.25-mile radius of the proposed station in Rancho Cucamonga is 

governed by the Rancho Cucamonga General Plan and the Empire Lakes Specific Plan. This area 

is divided by the existing Metrolink tracks, which run east-west in this location. The proposed 

station site is designated as City Center by the Rancho Cucamonga General Plan. Figure 13 

shows the land use context surrounding the proposed Rancho Cucamonga station site. 

25 RJM Design Group. Available here: https://rjmdesigngroup.com/rancho-cucamonga-metrolinkstation/#:~:text=With%20two%20platforms%20serving%20two,ten%20stations%20in%20weekly%20ridership. Accessed: June 2022. 

OCTOBER 2022 120 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: City of Hesperia 2020 

Figure 12. Proposed Hesperia Station Land Use Map 

OCTOBER 2022 121 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: City of Rancho Cucamonga 2022 

Figure 13. Proposed Rancho Cucamonga Land Use Map 

OCTOBER 2022 122 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.8.5 Environmental Consequences 

This section evaluates the potential for the Project to result in impacts on existing land use, 

including temporary or permanent effects that may directly or indirectly result in land use 

impacts, impacts to community facilities, and impacts to tribal ancestral lands. Impacts to land 

use may occur when land is converted for a transportation use. 

4.8.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

of the I-15 highway between Victor Valley and Rancho Cucamonga. The existing I-15 corridor 

will remain operational without improving major points of congestion or transportation 

capacity deficiencies along the highway. The No Build Alternative will not directly result in 

construction activities or impacts; therefore, no direct temporary or permanent impacts from 

the Project to land use, community facilities, or tribal ancestral land will occur. Under the No 

Build Alternative, all future development within the study area is assumed to be consistent with 

existing general plan land use designations and local zoning ordinances. 

4.8.5.2 Build Alternative 

Construction of Build Alternative 

Construction of the Project will not require the acquisition, use, or change of any residential or 

commercial land uses. Construction of the Project will primarily occur within the existing 

Caltrans right-of-way, and is compatible with existing land use patterns, which currently 

account for a transportation use within the right-of-way (i.e., the I-15 highway). Because the 

Project will be constructed within an existing transportation corridor and will not require 

acquisition of land within established communities, no established communities will be divided 

by the Project. Additionally, the proposed stations will be consistent with existing land use 

patterns. Temporary staging areas are predicted to be within the existing Caltrans right-of-way, 

but construction staging areas are unknown at this time. Because work will occur primarily 

within the existing Caltrans right-of-way, temporary construction easements are unlikely. 

Access to I-15 and local roads will be maintained or in some cases improved; the Project will 

require some interchange reconstruction, and where applicable on- and off-ramps may be 

rebuilt to provide better access to local roadways. Interchange reconstruction within the City of 

Hesperia will occur at I-15 interchanges, within Caltrans right-of-way, between the Stoddard 

Wells Road southbound on- and off- ramp and Ranchero Road. Reconstruction and I-15 freeway 

and interchange ramp modifications will also occur within the Caltrans right-of-way within the 

City of Rancho Cucamonga at SR-210, Beech Avenue, Duncan Canyon Road, and Glen Helen 

Parkway. Because interchange reconstruction will take place within the Caltrans right-of-way 

along the I-15, which is an existing transportation corridor, reconstruction will not require the 

conversion of land planned for non-transportation uses. 

In the City of Rancho Cucamonga, a traction power substation will be located next to I-15 on 

City-owned property, designated in the Victoria Community Plan as “Regional Related

Office/Commercial.” Within this designation, “public utility exchange and substations” are a 

permitted use subject to a Conditional Use Permit. A traction power paralleling station in 

Hesperia will be sited within the Caltrans right-of-way between the northbound and 

southbound lanes of I-15 in an area currently used for loading sand into dump trucks during 

OCTOBER 2022 123 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

snowy weather, just north of the San Bernardino National Forest. The Hesperia Main Street and 

Freeway Corridor Specific Plan (Hesperia 2020) provides for general commercial land uses east 

of the freeway and designates the land west of the freeway as rural, which allows for a 

combination of residential, animal keeping, and other uses, including public utilities. Therefore, 

these substations will be consistent with existing land use patterns. 

Both the Rancho Cucamonga and Hesperia stations will include parking. In Hesperia, Brightline 

West will construct a new parking lot within the Caltrans right-of-way on the north side of 

Joshua Street, adjacent to the existing Pilot Travel Center parking lot. The area is currently 

undeveloped and no existing uses will be displaced. Brightline West will also construct a new 

parking structure at the Rancho Cucamonga station, which will replace an existing surface 

parking lot serving the Rancho Cucamonga Metrolink station. This replacement of existing 

parking with new parking is consistent with existing land use patterns. 

Through consultation with Federally-Recognized Tribes, FRA has also identified ancestral tribal 

lands throughout the land use study area. The Tribes have shared concerns that constructionperiod dust may migrate into Tribal Reservation and fee-owned lands outside of the land use 

and community facility study area due to high winds, thereby creating a temporary 

inconsistency between the Project and existing tribal land uses. Dust control plans will be 

developed to minimize construction-period dust, as detailed in Section 4.1, Air Quality and 

Greenhouse Gas. 

FRA also understands other Federally-Recognized Tribes may be concerned about constructionperiod noise and its potential to temporarily disturb the cultural setting of adjacent areas. As 

discussed in Section 4.2, Noise and Vibration, construction noise will be minimized to the extent 

possible, and will occur in the larger noise context of the existing highway. In addition, as the 

Project will be co-located with the existing I-15 highway, and construction would occur within 

the Caltrans right-of-way, significant changes to the cultural setting are not anticipated. 

Operation of Build Alternative 

Operation of the Project will add a new mode of travel to an existing transportation corridor 

and will not directly or indirectly change local land use designations or impact the ability for 

existing development to continue functioning as it does under existing conditions. Operation of 

the Project may have the indirect effect of stimulating growth in the vicinity of the proposed 

station areas as allowed by local government land use plans, policies, and regulations. 

Combined with strong real estate market conditions, improved transit service deployment is 

anticipated in the vicinity of both planned stations. Operation of the Project will not cause 

indirect land use changes by geographically dividing or isolating residents or businesses within 

the affected environment. Therefore, during operations of the Project, no impacts to land use 

patterns will occur. 

The Federally-Recognized Tribes have expressed concerns of the cumulative effect of adding a 

new mode of transportation to the existing corridor, which crosses through ancestral lands, and 

the impact this may have on access to surrounding areas where there are existing public lands 

the Tribes use for religious or cultural purposes. The Project will maintain existing access to 

surrounding areas by preserving intersections and interchanges with local roadways that 

currently cross the I-15 corridor. In addition, the Project’s design minimizes changes to the

overall setting as it is co-located in the existing highway. 

OCTOBER 2022 124 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.8.5.3 Cumulative Impacts 

Construction of the Project in combination with other past, present, and reasonably 

foreseeable future actions within the project area could result in temporary and permanent 

conversion of land uses. However, development will likely be completed in compliance with 

local zoning and land uses plans and would not result in cumulative impacts on land use. 

Therefore, construction of the Project in combination with past, present, and reasonably 

foreseeable future actions would not result in a cumulative impact. 

Operation of the Project and other transportation projects could result in effects on adjacent 

land uses, such as induced wind, noise, and visual changes. Therefore, these changes would not 

result in land use conflicts that would change land use patterns in combination with other past, 

present, and reasonably foreseeable future actions. 

4.8.6 Avoidance, Minimization, and Mitigation Measures 

No avoidance, minimization, or mitigation measures will be required to reduce impacts on land 

use resources during construction or operation of the Project. 

4.9 Socioeconomic Environment 

Socioeconomics is an umbrella term used to describe aspects of a project that are either social 

or economic in nature. A socioeconomic analysis evaluates how elements of the human 

environment such as population, employment, housing, and public services might be impacted 

by the Project. Such impacts may include jobs created by construction and/or operation of the 

Project, displacement of businesses or residences, and loss of community cohesion. 

Environmental Justice is discussed in Section 4.16. 

4.9.1 Regulatory Setting 

Americans with Disabilities Act (42 U.S.C. Sections 12101–12213) 

The Americans with Disabilities Act prohibits discrimination against persons with disabilities and 

requires equal opportunity in employment, state and local government services, public 

accommodations, commercial facilities, and transportation. 

4.9.2 Study Area 

The socioeconomic study area is defined as San Bernardino County. Within the socioeconomic 

study area, special consideration is given to the following four cities, in which physical elements 

of the Project would be located: 

▪ Victorville

▪ Hesperia

▪ Rancho Cucamonga

▪ Fontana

Figure 14 depicts the geographic boundaries of these cities. 

OCTOBER 2022 125 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Brightline West 2022 

Figure 14. Socioeconomic Study Area 

OCTOBER 2022 126 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.9.3 Methodology 

Socioeconomic impacts such as job creation will have broad economic implications outside of 

the immediate Project footprint. This qualitative analysis considers the potential direct and 

indirect socioeconomic impacts of the Project on the communities within San Bernardino 

County, and the cities of Victorville, Hesperia, Rancho Cucamonga, and Fontana. Impacts were 

determined using employment and ridership projections prepared for the Project and placing 

these projections in the context of the local socioeconomic setting and recent trends. 

4.9.4 Affected Environment 

San Bernardino County is located in Southern California and is bordered by Los Angeles and 

Kern counties to the west, Inyo County to the north, Riverside County to the south, and the 

Nevada and Arizona borders to the east. The county is home to many parks and open space 

preserves including the Mojave National Preserve, San Bernardino National Forest, and portions 

of Death Valley and Joshua Tree National Parks. This is the main reason the population density 

is relatively low at approximately 100 people per square mile. Most of the population resides in 

the southwestern corner of the county near Los Angeles and Riverside. Of the cities in the study 

area, Rancho Cucamonga has the highest median household income. Rancho Cucamonga and 

Fontana share the lowest unemployment rate and housing vacancy rates. This reflects both 

cities’ status as urban centers with abundant employment opportunities. By contrast, Hesperia 

and Victorville are both more suburban and offer lower cost housing options, as reflected by 

their lower population densities and median household incomes. 

SCAG forecasts in its 2020-2045 RTP/SCS that the population of San Bernardino County will 

grow to 2,815,000 by 2045, a 29 percent increase from the U.S. Census Bureau’s 2018 

population estimate of 2,180,100, and that the number of households will grow to 875,000, a 

39 percent increase over the 2018 household estimate of 630,600 (U.S. Census Bureau 2020). 

Additionally, the 2020-2045 RTP/SCS forecasts employment in San Bernardino County will 

increase to 1,064,000 by 2045, a 72 percent increase from the U.S. Census Bureau’s estimate of 

617,800 in 2018. 

Table 45 provides an overview of economic data within the study area from the 2019 American 

Community Survey.26 

26 Complete 2020 Census data and related estimates for 2021 and 2022 (i.e., 2020 American Community Survey 1-year and 5-year estimates) 

are unavailable due to the impacts of the COVID-19 pandemic on data collection. Therefore, 2019 estimates represent the best available data. 

OCTOBER 2022 127 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 45. Demographics and Economic Data (2019) 

County/City Population 

Population 

Density (people 

per square 

mile) 

Unemployment 

Rate 

Median 

Income 

(Household) 

Housing 

Vacancy 

San Bernardino County 2,180,100 100 8% $67,900 12% 

Victorville 122,400 1,700 12% $60,400 5% 

Hesperia 95,800 1,300 10% $50,300 7% 

Rancho Cucamonga 177,600 4,400 4% $92,800 4% 

Fontana 210,761 4,838 4% $75,681 3% 

Source: American Community Survey 5-year Estimates, 2015-2019 

Notes: Population, population density, and median household income rounded to the nearest hundred. Unemployment rate 

and housing vacancy rounded to the nearest whole number. 

Also included in the affected environment are Federally-Recognized Tribes, including the 

Chemehuevi Indian Tribe of the Chemehuevi Reservation, Colorado River Indian Tribes of the 

Colorado River Indian Reservation, Yuhaaviatam of San Manuel Nation, Soboba Band of Luiseño 

Indians, Timbisha Shoshone Tribe, and Twenty-Nine Palms Band of Mission Indians. 

4.9.5 Environmental Consequences 

This section evaluates the potential for the Project to induce substantial economic growth in an 

area, either directly or indirectly (e.g., through establishing projects in an undeveloped area), 

disrupt or divide the physical arrangement of an established community, cause extensive 

relocation when sufficient replacement housing is unavailable, or cause extensive relocation of 

community businesses that would cause severe economic hardship for affected communities. 

4.9.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

of the I-15 highway between Victor Valley and Rancho Cucamonga. The existing I-15 corridor 

will remain operational without improving major points of congestion or transportation 

capacity deficiencies along the highway. The No Build Alternative will not directly result in any 

socioeconomic changes within the socioeconomic study area. 

4.9.5.2 Build Alternative 

Construction of the Build Alternative 

Construction of the Project will result in temporary socioeconomic changes within the study 

area. Construction of the Project will generate approximately 40,000 temporary construction 

jobs of the course of the 3 to 4 year construction period, which may employ local workers. 

Similarly, local businesses such as restaurants, gas stations, and hardware stores may benefit 

from the presence of construction workers during the construction period. 

The Project is not expected to disrupt the local housing markets during construction or 

operation, as the Project will be constructed in areas with generally low population density, 

except for Rancho Cucamonga. Because the Rancho Cucamonga station is already a local 

OCTOBER 2022 128 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

transportation hub and is surrounded by urban development, the addition of the Project is not 

anticipated to substantially change land use development patterns or housing prices in the 

station area. The Project is designed to meet existing demand for transportation along the I-15 

corridor and future demand projected independent of the Project. Therefore, the Project is not 

anticipated to attract substantial new development or create demand for new housing beyond 

what is already accounted for in local and regional plans. 

Additionally, community cohesion will not be negatively impacted by the Project, as the Project 

will be largely within an existing transportation corridor. Given this, operation of the Project will 

not geographically divide nor isolate residents or businesses within the study area. There will be 

no right-of-way acquisition nor relocations of residential or commercial properties. Therefore, 

the Project’s operation will not encroach upon residential property nor disrupt access to 

education and childcare facilities, community centers, or places of worship. Additionally, the 

Project is not anticipated to have a substantial impact on public facilities in the study area. 

Construction of the Project could result in demand for new construction-related employment, 

but is not anticipated to result in a large temporary influx of people living in the study area due 

to construction of the Project. Because construction jobs are anticipated to be filled by regional 

workers, the population within the study area would not be expected to increase during 

construction beyond the forecasted growth. Additional employment opportunities could occur 

due to increase connectivity between Rancho Cucamonga and Victorville. 

The Federally-Recognized Tribes have expressed concerns of the cumulative effect of adding a 

new mode of transportation to the existing corridor, which crosses through ancestral lands, and 

the impact this may have on population growth. The Project is not anticipated to attract 

substantial new development or create demand for new housing beyond what is already 

accounted for in local and regional plans. For further discussion of Federally-Recognized Tribe 

concerns refer to Section 4.11. 

Operation of the Build Alternative 

Operation of the Project will result in potential beneficial socioeconomic effects to resources 

identified within the study area. Operation of the Project will generate approximately 250 jobs 

beginning in 2025 (the opening year), due to employment opportunities via Brightline West. 

These jobs will include both station employees and on-train employees. The total number of 

employees is expected to grow as service expands. Given the station locations in Hesperia and 

Rancho Cucamonga, employees are expected to be Southern California residents, and frequent 

users of the I-15 transportation corridor. Operation of the Project may also generate jobs 

around station areas where local businesses may benefit from increased foot traffic. These new 

jobs will represent a socioeconomic benefit of the Project. 

In addition, communities in Rancho Cucamonga and Hesperia where new stations will be added 

will likely benefit from the new mode of transportation and increased access to Las Vegas and 

Southern California. Additionally, the Project will add a transportation alternative for work 

commute trips along the corridor, including reduced travel times and improved air quality for 

those living in areas close to I-15 as people shift from automobiles to high-speed train (refer to 

Section 4.1). 

OCTOBER 2022 129 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.9.5.3 Cumulative Impact 

The Project, in combination with other past, present, and reasonably foreseeable future 

actions, will convert undeveloped areas to developed ones, which could result in localized 

community impacts as well as regional and local economic impacts during construction and 

operation. 

Construction activities associated with current and future projects would temporarily disrupt 

communities by introducing annoyances such as noise, dust, traffic, light, and glare. 

Construction of such projects, if constructed simultaneously with the Project, could cause 

temporary increases in traffic, changes in traffic patterns and access to community facilities, 

and construction-related noise and dust. Construction activities associated with these projects 

could hinder access and interaction among neighborhoods because of increased congestion, 

detours, and lane or road closures. However, construction activities would be temporary in 

nature. 

However, the project area is largely undeveloped and would not displace any residential 

communities or require replacement housing or facilities. Therefore, operation of the Project, 

in combination with cumulative projects, would not result in a cumulative impact. 

4.9.6 Avoidance, Minimization, and Mitigation Measures 

No avoidance, minimization, or mitigation measures will be required to reduce impacts on 

socioeconomic resources during construction or operation of the Project. 

4.10 Hazardous Materials 

Hazardous materials,27 solid waste, and pollution prevention as an impact category includes an 

evaluation of a multitude of scenarios. Projects can create waste streams with potential for the 

wastes to impact environmental resources and waste handling and disposal facilities that would 

likely receive the wastes. Additionally, hazardous materials that can be used during operation 

of a project and require applicable pollution prevention procedures. Further, when undergoing 

a project there is the potential to encounter existing hazardous materials at contaminated sites 

during operation and decommissioning of a project; and the potential to interfere with any 

ongoing remediation of existing contaminated sites at the proposed project site or in the 

immediate vicinity of a project site. 

The following analysis is based on the Hazardous Materials Technical Report prepared by FRA, 

which is included as Attachment H to this EA. 

27 Hazardous materials are substances that may pose a reasonable risk to human health, property, or the environment. Hazardous waste, as 

defined by the EPA, is any waste material – solid, liquid, or gaseous – that “because of its quantity, concentration, or physical, chemical or 

infectious characteristic may cause or significantly contribute to an increase in mortality, serious irreversible illness, or incapacitating reversible 

illness; or pose a substantial present or potential hazard to human health or the environment when improperly treated, stored, transported or 

disposed of, or otherwise managed.” Analysis for Section 4.10, Hazardous Materials, was based upon information in the Hazardous Materials 

Technical Report (Attachment H). 

OCTOBER 2022 130 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.10.1 Regulatory Setting 

Federal Requirements 

The primary Federal laws regulating hazardous materials and wastes are the Resource 

Conservation and Recovery Act (RCRA) of 1976 and the Comprehensive Environmental 

Response, Compensation and Liability Act (CERCLA) of 1980. RCRA provides for “cradle to

grave” regulation of hazardous wastes. The purpose of CERCLA is to clean up contaminated 

sites so that public health and welfare are not compromised. Other relevant Federal laws 

include: 

▪ Community Environmental Response Facilitation Act of 1992 (42 U.S.C. Section 9620). The 

Act was put in place to amend the CERCLA of 1980 and requires the Federal Government, 

before termination of Federal activities on any real property owned by the Government, to 

identify real property where no hazardous substance was stored, released, or disposed of. 

▪ Clean Water Act (33 U.S.C. Section 1251). The Clean Water Act establishes the basic 

structure for regulating discharges of pollutants into the waters of the United States and 

regulating quality standards for surface waters. 

▪ Clean Air Act (42 U.S.C. Section 85) and the 1990 amendments. The Clean Air Act defines 

EPA's responsibilities for protecting and improving the nation's air quality and the 

stratospheric ozone layer. The last major change in the law, the Clean Air Act Amendments 

of 1990, was enacted by Congress in 1990. 

▪ Safe Drinking Water Act (42 U.S.C. Section 300). The Safe Drinking Water Act (SDWA) 

protects the quality of drinking water in the U.S. This law focuses on all waters actually or 

potentially designed for drinking use, from above ground or underground sources. 

▪ Occupational Safety and Health Act (OSHA; 29 U.S.C. Section 15). An act to assure safe and 

healthful working conditions; by authorizing enforcement of the standards developed under 

the Act; by assisting and encouraging the States in their efforts to assure safe and healthful 

working conditions; by providing for research, information, education, and training in the 

field of occupational safety and health; and for other purposes. 

▪ Executive Order 12088, Federal Compliance with Pollution Control (43 FR 477047, 3 CFR, 

1978 Comp., p 243). The head of each Executive agency is responsible for ensuring that all 

necessary actions are taken for the prevention, control, and abatement of environmental 

pollution with respect to Federal facilities and activities under the control of the agency. 

▪ U.S. Environmental Protection Agency’s (U.S. EPA) Standards and Practices for All 

Appropriate Inquiries (40 CFR Part 312). “All appropriate inquiries” is a process of evaluating 

a property’s environmental conditions and assessing potential liability for any 

contamination. All appropriate inquiries must be conducted to obtain certain protections 

from liability under CERCLA. 

4.10.1.1 State, Regional, and Local Requirements 

California Office of the State Fire Marshal 

The California Office of the State Fire Marshal (OSFM) is responsible for ensuring the 

implementation of the California Fire Code Hazardous Materials Management Plan (HMMP) 

OCTOBER 2022 131 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

and Hazardous Materials Inventory Statement. The plan which provides vital facility chemical 

and emergency response information to regulators, first responders, and the public with 

respect to community-right-to-know laws and emergency response preparedness. Construction 

project plans must be submitted to the OSFM for review electronically using the California 

Environmental Reporting System. 

Mojave Desert Air Quality Management District and South Coast Air Quality Management 

District 

The Mojave Desert Air Quality Management District (AQMD) and South Coast AQMD are 

regional governing authorities that have primary responsibility for controlling air pollution from 

stationary sources. The AQMDs implement air quality programs required by State and Federal 

mandates, enforce rules and regulations based on air pollution laws, and educate businesses 

and residents about their role in protecting air quality and the risks of air pollution. The AQMDs 

typically require that all equipment with the potential to emit air pollutants (including air toxics 

and hazardous air pollutants) have a valid AQMD permit prior to commencing construction 

and/or operation, but they specifically exclude railroads from requiring such permits. As a 

result, the Project does not require this permit. 

San Bernardino County Fire Department, Hazardous Materials Division 

San Bernardino County Fire Department manages six hazardous material and hazardous waste 

programs. They include the Hazardous Materials Business Plan, Hazardous Waste and Onsite 

Treatment, Aboveground Petroleum Storage, Underground Storage Tank Program, California 

Accidental Release Program, and OSFM’s HMMP and Hazardous Materials Inventory Statement.

The San Bernardino County Fire Department’s Hazardous Materials Division collaborates on 

emergency plans with local county jurisdictions. 

Regional Water Quality Control Boards 

The Lahontan Regional Water Quality Control Board (RWQCB) and Santa Ana RWQCB oversee 

surface water and groundwater within the study area. The RWQCBs’ stormwater programs 

permit discharges of pollutants in stormwater runoff to Waters of the United States under the 

NPDES. A general permit approach is used to reduce pollutants by requiring specified control 

measures. 

4.10.2 Study Area 

The study area includes the Project footprint for the entire 49-mile corridor between Victor 

Valley and Rancho Cucamonga and a 1/8-mile radius immediately surrounding the Project 

footprint. In some areas, a 1-mile buffer around the Project centerline was used to identify 

sources of contamination outside of the study area that may have resulted in leakage of 

hazardous materials into soils or groundwater within the study area. 

4.10.3 Methodology 

This qualitative analysis considers the potential direct and indirect hazardous impacts of the 

Project on the communities within San Bernardino County, and the cities of Victorville, 

Hesperia, Rancho Cucamonga, and Fontana. A Hazardous Materials Technical Report 

(Attachment H) was prepared to evaluate the potential for ground-disturbing activities and the 

use of hazardous materials during Project construction and operation to impact human health 

OCTOBER 2022 132 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

within the study area. The technical report included a hazardous materials database search 

from Environmental Data Resources, Inc (EDR) (EDR 2020; included as Appendix A to the 

Hazardous Materials Technical Report [Attachment H]) and a desktop survey of the study area 

using EPA’s website, Cleanups in my Community (U.S. EPA 2021) to identify locations where

contamination exists or may exist within the study area. EDR’s comprehensive and continually 

updated database includes over 2,000 Federal, State, tribal, local, and proprietary sources. The 

Cleanups in my Community website (U.S. EPA 2021) identifies ongoing hazardous waste 

cleanup locations, which are more likely to include known hazardous materials than areas 

where cleanup has not started. 

Analysts used the following qualitative ranking system to categorize hazardous materials sites 

identified by the sources described above according to potential risk to human health. 

▪ High – Assigned to property in the study area with known or probable contamination. 

▪ Moderate – Potential or suspected contamination. 

▪ Low –Assigned to property where use or storage of hazardous materials occurs, but the 

property has no significant violations, known releases, or evidence of inadequate chemicalhandling procedures. 

After ranking identified sites, analysts overlaid the Project LOD on a map of the identified sites 

to determine whether Project construction or operation would result in exposure to hazardous 

materials. 

4.10.4 Affected Environment 

The affected environment includes 19 known hazardous materials sites, and 14 leaking 

underground storage tanks (LUST) sites, within the Project footprint and 394 hazardous 

material sites within 1/8-mile of the footprint (i.e., the study area).28 There are 349 unique sites 

within 1/8-mile of the footprint (refer to Figure 15). For more information regarding the sites 

within the study area, see the Hazardous Materials Technical Report prepared by FRA, which is 

included as Attachment H to this EA. 

4.10.5 Environmental Consequences 

Impacts from hazardous materials could include disturbances of identified hazardous materials 

sites and using hazardous materials, either of which may result in impacts on human health, soil 

disturbances, and encountering previously unidentified hazardous materials along the Project 

footprint. 

4.10.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

and immediately alongside the I-15 highway between Victor Valley and Rancho Cucamonga. 

The existing I-15 corridor will remain operational without improving major points of congestion 

or transportation capacity deficiencies along the highway. The No Build Alternative will not 

result in temporary or permanent impacts related to hazardous wastes and materials, as no 

28 Some of the hazardous materials sites are found in more than one database or appear as more than one type of environmental record. For 

example, a rental facility in Victorville is included in 7 of the EDR-searched databases and environmental records. This one location is counted 

as 7 separate sites in the EDR report. 

OCTOBER 2022 133 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

activities or construction will occur near hazardous material sites. The hazardous wastes and 

materials at existing sites will continue to occur but could gradually decrease over time due to 

State and Federal mandates regarding cleanup efforts. 

4.10.5.2 Build Alternative 

Construction of the Build Alternative 

Construction of the Project may result in the release of hazardous materials within the study 

area through disturbance of identified hazardous materials sites and using hazardous materials, 

either of which may result in impacts on human health. Project construction may require 

demolition and/or removal of buildings near the Rancho Cucamonga station and other 

structures such as existing highway overpass/underpasses and bridges, soil disturbance, and 

removal of existing paving. 

Of the 19 hazardous materials sites identified within the Project footprint and 14 LUST sites 

identified within 1/8-mile of the Project footprint, one site was classified as having a “High” 

likelihood that hazardous materials may be present in soil or groundwater. This is the site of the 

SR-138 Widening project at the intersection of SR-138 and I-15. Additionally, three sites were 

classified as “Moderate.” These are located along I-15 at Sierra Avenue, between I-210 and 

Base Line Road, and at 8886 Vincent Avenue in Rancho Cucamonga. All other identified sites 

were determined to have a low potential for the presence of hazardous materials. 

OCTOBER 2022 134 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 15. Potential Hazardous Material Locations Map 

OCTOBER 2022 135 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Project construction activities such as demolition and/or removal of buildings near the Rancho 

Cucamonga station, other structures such as existing highway overpass/underpasses and 

bridges, soil disturbance, removal of existing paving, and roadway widening along I-15 could 

encounter hazardous materials, especially at the sites identified above. Within the 

transportation corridor, common contaminates and hazardous materials such as herbicides, 

petroleum hydrocarbons, aerially deposited lead, and other metals may also be found in soils or 

groundwater. There is also the potential to encounter previously unidentified hazardous 

materials along the Project footprint. The degree of impact from a release or spill of hazardous 

materials depends on the proximity of the spill to densely populated and environmentally 

sensitive areas. 

Hazardous materials used during the construction period to operate and maintain equipment 

during construction could result in the release of hazardous materials within the study area. 

Such materials may include petroleum products such as gasoline, diesel fuel, and hydraulic 

fluid; lubricating oils and solvents; cleansers; and other substances. Exposure to such materials 

through accident conditions, spills, or mishandling could affect the health of construction 

workers and people living or working near the construction zone. 

The potential for effects from construction activities will be minimized through the 

development and implementation of BMPs and mitigation measures and a required Hazardous 

HMMP, as discussed in Section 4.10.6. 

4.10.5.3 Operation of Build Alternative 

Operation of the Project, including maintenance, will involve the routine use and storage of 

materials such as lubricants, solvents, paint, compressed gas, and waste products. The Rancho 

Cucamonga station, Hesperia station, and Victor Valley station are expected to use limited 

quantities of these materials for routine operation and maintenance activities. Exposure to such 

materials through accident conditions, spills, or mishandling could impact the health of workers 

and potentially people near the station sites. Operations of the Project will have a low risk of 

creating potential accident conditions that could result in a large hazardous materials release, 

as the trains will not transport hazardous materials and will not risk collision with other vehicles 

handling hazardous materials. 

Overall, construction and operation of the Project may result in potential spills or release of 

hazardous materials. With implementation of Mitigation Measure HAZ-1 and Mitigation 

Measure HAZ-2, the Project will not create a hazard to the public or the environment resulting 

from spills or releases of hazardous materials, or reasonably foreseeable upset and conditions 

that involve the release of hazardous materials. 

4.10.5.4 Cumulative Impacts 

Construction of the Project, along with past, present, and reasonably foreseeable future 

projects, could temporarily increase the regional generation, use, storage, transport, and 

disposal of hazardous materials such as petroleum products, diesel fuels, wielding materials, 

lubricants, paints and solvents, and cement products. The potential increase could contribute 

incrementally to the regional transportation, use, storage, and disposal of hazardous materials. 

While hazardous materials handling may increase during construction, compliance with Federal, 

OCTOBER 2022 136 
 

 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

State, and local regulations related to transport, handling, and disposal of hazardous waste 

would reduce the potential for significant cumulative effects. Therefore, construction of the 

Project in combination with other past, present, and reasonably foreseeable future actions 

would not result in a cumulative impact. 

While hazardous materials handling may increase during construction, compliance with 

regulations would prevent potential cumulative effects. In the context of the short-term and 

intermittent use of hazardous materials and generation of hazardous waste from construction. 

Regulatory compliance would require the Project and other development to comply with 

standards for the storage, use, and handling of hazardous materials during construction and 

operation of the Project to avoid spill or release of such materials. Therefore, operation of the 

Project in combination with other past, present, and reasonably foreseeable future actions 

would not result in a cumulative impact. 

4.10.6 Avoidance, Minimization, and Mitigation Measures 

4.10.6.1 Mitigation Measure HAZ-1: Preparation of an HMMP prior to application for construction 

permits 

▪ Brightline West will prepare a HMMP prior to application for permits for demolition, 

grading, or construction, as required by the State of California. The HMMP will be utilized 

during all phases of construction and will address UST decommissioning, field screening, 

materials testing methods, mitigation and contaminant management requirements, and 

health and safety requirements. 

▪ Prior to any construction activities, an accurate contact list will be developed by Brightline 

West that includes telephone numbers for regulatory agencies, Health and Safety 

personnel, the National Response Center, and cleanup contractors with whom there is a 

pre-established agreement for response. The list will also include all appropriate Federal, 

State, and local agencies that must be contacted when a discharge or discovery occurs. 

These agencies may include: 

o Lahontan and Santa Ana RWQCBs 

o Department of Toxic Substances Control 

o City toxics management divisions 

o San Bernardino County Department of Environmental Health 

▪ The OSFM will also require preparation and implementation of a HMMP for the Project. 

Project operation will require safe handling, use, storage, and disposal of hazardous 

materials in accordance with the HMMP. 

▪ Disturbed soil will be monitored for visual evidence of contamination (staining or 

discoloration). Soil will be monitored for the presence of volatile organic compounds using 

appropriate field instruments. If the monitoring procedures indicate the possible presence 

of contaminated soil, a plan will be implemented that identifies procedures for segregation, 

sampling, and chemical analysis of the soil. Contaminated soil will be profiled for disposal 

and will be transported with appropriate hazardous or non-hazardous waste manifests by a 

OCTOBER 2022 137 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

properly certified hazardous material hauler to a State-certified disposal or recycling facility 

licensed to accept and treat the type of waste indicated by the profiling process. 

▪ In the event that construction activities or soil removal processes generate any 

contaminated groundwater that must be disposed of outside of the dewatering/NPDES 

process, the groundwater will be profiled, manifested, hauled, and disposed of in the same 

manner. 

▪ Construction contractor(s) will have a well-developed hazardous material program in place 

and will use non-hazardous substances in routine construction and maintenance activities 

when available. Construction contractors will dispose of all hazardous or solid wastes and 

debris encountered or generated during construction and demolition activities. 

▪ The construction contractor will maintain copies of the required Safety Data Sheets for each 

hazardous chemical and will ensure that the copies are readily accessible during each work 

shift. 

4.10.6.2 Mitigation Measure HAZ-2: Preparation of an HMMP prior to application for operation 

permits 

Brightline West will prepare a HMMP prior to application for permits, as required by the State 

of California. The operational HMMP will be updated by Brightline West and will address UST 

decommissioning, field screening, materials testing methods, mitigation and contaminant 

management requirements, and health and safety requirements. 

4.11 Cultural Resources 

Cultural resources encompass a range of sites, properties, and physical resources relating to 

human activities, society, and cultural institutions. Such resources include past and present 

expressions of human culture and history in the physical environment, such as prehistoric and 

historic archaeological sites, structures, objects, and districts that are considered important to a 

culture or community. Cultural resources also include aspects of the physical environment, 

namely natural features and biota that are a part of traditional ways of life and practices and 

are associated with community values and institutions. 

Concurrently with the preparation of this EA, FRA initiated consultation under Section 106 of 

the NHPA, including efforts to identify, evaluate, and assess effects to historic properties that 

could be impacted by the Project. FRA is the Lead Federal agency for compliance with Section 

106 of the NHPA for this undertaking (i.e., the Project). The following preliminary analysis is 

based on those efforts. As of October 2022, reports documenting the inventory and evaluation 

efforts are under review with the California State Historic Preservation Officer (SHPO) and 

Consulting Parties, including Federally-Recognized Tribes. Compliance with Section 106 of the 

NHPA and the findings detailed in those reports and summarized in this EA will be documented 

as part of the Final EA. 

4.11.1 Regulatory Setting 

Pursuant to Section 106 of the NHPA of 1966, as amended (54 U.S.C. Section 306108) (Section 

106) and its implementing regulations (36 CFR Part 800), Federal agencies are required to take 

OCTOBER 2022 138 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

into account the effects of their undertakings on historic properties29. The Section 106 process 

involves consultation with the State Historic Preservation Officer (SHPO) and other consulting 

parties, including Federally-Recognized Native American Tribes that attach religious or cultural 

significance to historic properties that may be affected by the undertaking. Consistent with 

Section 106, FRA defines the APE, which is the geographic area where historic properties could 

be affected. FRA then identifies properties within the APE and makes determinations as to 

whether those properties are eligible for inclusion in the National Register of Historic Places 

(NRHP). FRA then assesses whether the undertaking would result in adverse effects to NRHPeligible properties, and resolves adverse effects. This process is done in consultation with SHPO 

and the consulting parties. 

FRA is the Lead Federal agency for compliance with Section 106 of the NHPA for this 

undertaking. 

4.11.2 Study Area 

The study area for cultural resources consists of the APE for historic properties, which is defined 

in consultation with SHPO and the consulting parties through the Section 106 process. The APE 

is based on preliminary design plans and is the geographic area or areas within which an 

undertaking may affect historic properties. Such effects may include, physical destruction, 

auditory, vibratory, and visual intrusion.30 The APE was developed in consultation with the 

SHPO, and Consulting Parties, including Federally-Recognized Tribes and other Cooperating 

Agencies. 

The APE is shown in Figure 16 and is defined in Table 46. 

Table 46. APE Delineation Values 

Project Component Final APE Delineation 

APE (alignment, highway 

improvements only, 

interchange modifications) 

Project LOD: 

• For the 49 miles of alignment within Caltrans I-15 right-of-way, FRA 

expanded the LOD based on the known construction and operations 

footprint from the 30% design plans plus an additional 100 foot buffer 

not to exceed the I-15 right-of-way. 

• In the Cajon Pass, where the I-15 right-of-way is excessively wide, FRA 

expanded the LOD 100 foot from the edge of existing pavement. 

• For the approximate 1-mile of alignment from the I-15 to the Rancho 

Cucamonga station, the LOD is within an existing public, rail, and utility 

right-of-way. 

Urban Alignment One tax lot adjacent to LOD, 200 feet minimum 

Rural 1,500 feet either side of LOD 

29 A historic property, as defined in the NHPA, is any prehistoric or historic district, site, building, structure, or object included in or eligible for 

inclusion in the NRHP. Eligibility criteria for listing a property in the NRHP are found at 36 CFR Part 60. 

30 For more information regarding the noise and vibration effects from the Project, refer to Section 4.2, Noise and Vibration. For more 

information regarding the visual effects from the Project, refer to Section 4.7, Aesthetic and Design Quality. 

OCTOBER 2022 139 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Project Component Final APE Delineation 

Vertical Height of Project 

Components 

65 feet above current grade 

Areas of Religious or Cultural 

Significance to Tribes 

1,500 feet either side of LOD 

Known sites of Religious or 

Cultural Significance to Tribes 

Generally, if a known archaeological site is bisected by or immediately 

adjacent to the final APE, the APE was expanded to include the entire historic 

property. 

Source: HNTB 2022 

The APE includes the footprint of the proposed Project alignment, facilities, and ancillary 

features31 and extends beyond the Project’s footprint to account for noise, vibratory and visual 

effects. FRA defined a conservative APE to encompass potential minor shifts in alignments as 

the design advances. 

4.11.3 Methodology 

To identify historic properties within the APE, FRA conducted desktop research, field surveys, 

and sought information from Tribes.32 The methodology used to identify built and 

archaeological historic properties within the APE is based on best practices in the survey and 

inventory of historic properties, established in National Register Bulletin 24: Guidelines for 

Local Surveys: A Basis for Preservation Planning. The survey and inventory of historic properties 

were performed in accordance with established survey methods. FRA invited eight Tribes to 

participate in monitoring of the archaeological inventory and all field surveys were conducted 

with at least one tribal monitor present. Desktop research consisted of a records review of 

available reports and documents on file with the California Historical Resources Information 

System (CHRIS), a search of the State’s Built Environment Resource Database, and information 

obtained from Consulting Parties and Tribes. The qualitative analysis considers the potential 

direct and indirect cultural resources impacts of the Project on the communities within San 

Bernardino County, and the cities of Victorville, Hesperia, Rancho Cucamonga, and Fontana. 

Based on data from the CHRIS, FRA confirmed whether any resources within the APE were 

previously determined to be NRHP eligible. Based on survey and inventory of cultural resources 

conducted by HNTB and Dudek in 2021 and 2022, FRA made preliminary determinations of 

eligibility for the other resources identified in the APE as previously unevaluated or newlyidentified. As part of the Section 106 process, FRA will consult on formal determinations of 

eligibility for historic properties identified within the APE and seek concurrence from the SHPO 

on these determinations. 

31 Facilities consist of station locations; substations and electrical infrastructure; and operations, maintenance, and service facilities. Ancillary 

features include temporary construction easements, staging areas, and roadway reconstruction locations. 

32 As part of the ongoing Section 106 consultation, FRA will provide consulting parties with a formal review of the inventory and seek comment 

on FRA’s identification effort.

OCTOBER 2022 140 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: HNTB 2022 

Figure 16. Area of Potential Effects and Vicinity Map 

OCTOBER 2022 141 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

To analyze effects to historic properties, FRA considered how properties could be affected by 

the Project. This included evaluating the physical effects of construction and operation, as well 

as effects from noise, vibration, and visual intrusions from the Project.33 FRA then considered 

how effects from the Project may alter, directly or indirectly, the characteristics of a historic 

property that qualify it for inclusion in the NRHP in a manner that will diminish the integrity of 

the property’s location, design, setting, workmanship, materials, feeling, or association. FRA 

also considered how effects from the undertaking, when considered cumulatively, could affect 

historic properties. 

In addition to considerations under NHPA, Tribes expressed concerns with impacts to the 

broader cultural setting. The Cajon Pass and High Desert are areas of religious and cultural 

significance for several Tribes whose ancestors have occupied and traversed the region since 

time immemorial. expressed alterations to the landscape can affect the traditional cultural 

setting in ways that may only be perceptible to the tribal community. In response to these 

concerns, FRA prepared a qualitative discussion regarding changes to the cultural setting 

resulting from the Project.34 

4.11.4 Affected Environment 

The affected environment for cultural resources consists of potentially eligible and NRHPeligible historic properties within the APE. In addition, the broader cultural landscape, as 

defined by Federally-Recognized Tribes in this area, is also considered within the affected 

environment. 

4.11.4.1 Previous and Newly Identified NRHP-Eligible Built Environment Historic Properties Within 

the APE 

Within the APE, FRA identified 64 previously identified and newly identified built environment 

properties that meet the definition of an NRHP-eligible historic property. Of the 64 previously 

recorded, historic-age, built environment resources surveyed by analysts, 13 properties that are 

either partially or entirely within the Project’s APE are considered eligible for listing in the 

NRHP; one of those 13 properties is already listed (P36010316 SCE) Kramer to Victorville 

115 kilovolt [kV] Transmission Line). The 13 properties consist of four sets of power 

transmission lines, the Atchison, Topeka & Santa Fe (AT&SF) Railroad, one railroad-related 

bridge, two culverts, the California Aqueduct (East Branch), National Old Trails 

Highway/Route 66, one residence, and a cement plant. The 12 properties previously 

determined to be eligible for the NRHP and located within the APE are listed in Table 47. 

33 For more information regarding the noise and vibration effects from the project, refer to Section 4.2, Noise and Vibration. For more 

information regarding the visual effects from the project, refer to Section 4.7, Aesthetic and Design Quality. 

34 FRA received information from Tribes regarding several resource areas discussed in this EA. For more information, refer to Section 4.2, Noise 

and Vibration; Section 4.7, Aesthetic and Design Quality; Section 4.8, Land Use and Community Facilities; Section 4.9, Socioeconomic 

Environment; and Section 4.16, Environmental Justice. 

OCTOBER 2022 142 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 47. Previously Identified NRHP-Eligible Historic Properties Within the APE 

Primary 

Number 

Resource Name and Address 

(as applicable) Location Year Built 

NRHP 

Status 

NRHP 

Criteria 

P-36-008857 SCE Lugo-Mira Loma No. 1 500 kV 

Transmission Line 

N/A 1968–1969 Eligible A 

P-36-010315 SCE Boulder Dam–San Bernardino 132 kV 

Hoover Dam Transmission Linea 

N/A 1930–1937 Eligible A, C 

P-36-007694 Los Angeles Department of Water and 

Power (LADWP) Boulder Dam–Los Angeles 

Transmission Lines 

N/A 1933–1940 Eligible A, C 

P-36-010316 SCE Kramer –Victorville Transmission Lines N/A 1933–1940 Listed A, C 

P-36-006793 AT&SF Railroad N/A ca. 1915 Eligible A,C 

P-36-007295 AT&SF Railroad Bridge over Baldy Mesa 

Road 

N/A 1931 Eligible A,C 

P-36-012319 BNSF Railroad Culvert BNSF-4 N/A 1930 Eligible A 

P-36-022664 WSA PF 08 Culvert N/A 1932 Eligible A 

P-36-021351 California Aqueduct East Branch N/A ca. 1960s Eligible A, C 

P-36-002910 National Old Trails Highway; also Route 66 N/A ca. 1920–1970 Eligible A 

P-36-014997 Cour-Tilden House Rancho 

Cucamonga 

ca. 1914 Eligible C 

P-36-006318 Southwestern Portland Cement Company, 

Victorville Plant 

Victorville 1916 Eligible A 

Pending United States Postal Service, Etiwanda 

Station, Rancho Cucamonga, 7615 Etiwanda 

Ave, Rancho Cucamonga, CA 91739 

Rancho 

Cucamonga 

ca. 1960-1966 Eligible C 

Source: HNTB 2022 

Of the 394 newly-recorded historic-age, built environment resources dating to 1973 or before 

that were encountered during field surveys, FRA has preliminarily determined one eligible for 

the NRHP: the United States Postal Service, Etiwanda Station, located in Rancho Cucamonga, 

built ca. 1960-1966, and determined eligible under National Register of Historic Places Criterion 

C. The remaining 393 newly-recorded built environment resources are considered not eligible 

for listing in the NRHP. 

United States Postal Service, Etiwanda Station, Rancho Cucamonga 

The Etiwanda Post Office, located at 7615 Etiwanda Avenue, is a 2,798 square-foot, MidCentury Modern style building, clad in square cinder blocks. Character defining features include 

a front-gabled roof, with wide overhanging eaves and exposed decorative beams, a glass 

entryway, following the peak of the roof, and undulating square vertical cinder blocks. While 

now closed, the post office sign and flagpole still stand, but the lettering has since been 

removed. The post office building, constructed between 1960 and 1966, is first seen on the 

1966 aerial photograph and is first recorded on the 1966 Gausti (1:24,000) topographic map. 

OCTOBER 2022 143 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The Etiwanda Post Office appears NRHP-eligible under Criterion C as a good example of a midcentury modern public building. It retains integrity of location, design, materials, workmanship, 

feeling, and association. 

4.11.4.2 Previous and Newly Identified NRHP-Eligible Archaeological Resources Within the APE 

Through archaeological inventory and Tribal consultation, FRA has formally determined that 23 

archaeological resources within the APE are eligible for NRHP listing while an additional 56 

archaeological resources in the APE are assumed to be eligible for the purposes of this Project 

only; all are presented in Table 48. Eligible archaeological resources include lithic scatters, 

temporary campsites, historically-documented village locations, historic period refuse deposits 

and home sites, railroad debris, water-conveyance systems, one prehistoric archaeological 

district, and one landform of tribal cultural significance. Of the 23 formal determinations by 

FRA, 19 are contributing elements to the Crowder Canyon Archaeological District (P-36-029772) 

which itself has been listed previously, two are historically-documented Native American 

settlements, and one is a culturally significant landform. 

OCTOBER 2022 144 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 48. Identified NRHP-Eligible Archaeological Resources within the APE 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-000113 

Historic 

component 

HPRD/ 

Foundations 

Assumed Eligible 

N/A N/A N/A N/A 

P-36-000114 

Historic 

component 

HPRD/ 

Homestead 

Assumed Eligible 

N/A N/A N/A N/A 

P-36-000122 

Historic 

component 

HPRD Assumed Eligible D N/A N/A N/A 

P-36-000421 

Historic 

component 

Water Conveyance Assumed Eligible D N/A N/A N/A 

P-36-000425 

Historic 

component 

HPRD Previously Determined Eligible, 

Criterion A, D A, D N/A N/A N/A 

P-36-004275 Toll Road Assumed Eligible N/A N/A N/A N/A 

P-36-003803 

HPRD/ 

Homestead Assumed Eligible D N/A N/A N/A 

P-36-006318 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-006701 Mining Assumed Eligible D N/A N/A N/A 

P-36-007095 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-007294 Railroad Debris Assumed Eligible D N/A N/A N/A 

OCTOBER 2022 145 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-007761 HPRD Assumed Eligible D N/A N/A N/A 

P-36-008128 HPRD/ 

Landscaping Assumed Eligible D N/A N/A N/A 

P-36-008129 HPRD Assumed Eligible D N/A N/A N/A 

P-36-008130 HPRD Assumed Eligible D N/A N/A N/A 

P-36-008131 HPRD Assumed Eligible D N/A N/A N/A 

P-36-008133 Water 

Conveyance 

Assumed Eligible D N/A N/A N/A 

P-36-009566 HPRD Assumed Eligible D N/A N/A N/A 

P-36-010920 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-011425 HPRD/ 

Foundations 

Assumed Eligible D N/A N/A N/A 

P-36-011678 Homestead Assumed Eligible N/A N/A N/A N/A 

P-36-012056 HPRD/ 

Foundations 

Assumed Eligible D N/A N/A N/A 

P-36-012650 Mining Assumed Eligible N/A N/A N/A N/A 

P-36-012651 Mining Assumed Eligible N/A N/A N/A N/A 

P-36-012655 Power Lines Assumed Eligible N/A N/A N/A N/A 

P-36-012657 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-012739 Foundations Assumed Eligible D N/A N/A N/A 

OCTOBER 2022 146 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-012838 

HPRD/ 

Foundations/ 

Features 

Assumed Eligible 

D N/A N/A N/A 

P-36-013300 HPRD Assumed Eligible D N/A N/A N/A 

P-36-013881 Railroad Debris Assumed Eligible D N/A N/A N/A 

P-36-014507 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-014508 HPRD Assumed Eligible D N/A N/A N/A 

P-36-018058 Historic Camp Eligible, Criterion A, D A, D N/A N/A N/A 

P-36-020173 Farm Assumed Eligible N/A N/A N/A N/A 

P-36-020969 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021286 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021287 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021288 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021300 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021556 HPRD Assumed Eligible D N/A N/A N/A 

P-36-021557 Water Conveyance Assumed Eligible D N/A N/A N/A 

P-36-021565 HPRD Assumed Eligible D N/A N/A N/A 

P-36-022663 HPRD Assumed Eligible N/A N/A N/A N/A 

P-36-023468 HPRD Assumed Eligible D N/A N/A N/A 

P-36-023470 HPRD Assumed Eligible D N/A N/A N/A 

P-36-024573 Road Assumed Eligible D N/A N/A N/A 

OCTOBER 2022 147 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-024574 Railroad debris Assumed Eligible D N/A N/A N/A 

P-36-024579 Road Assumed Eligible D N/A N/A N/A 

P-36-024580 Road Assumed Eligible D N/A N/A N/A 

P-36-027084 Foundations Assumed Eligible D N/A N/A N/A 

P-36-027085 Water Conveyance Assumed Eligible D N/A N/A N/A 

P-36-032877 HPRD Assumed Eligible D N/A N/A N/A 

Crowder 

Canyon 

Archaeological 

District (P-36-

029772) 

Prehistoric 

Archaeological 

District 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D N/A N/A 

Crowder Canyon 

Archaeological 

District 

P-36-000113 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-000114 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-000115 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-000122 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

OCTOBER 2022 148 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-000421 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-000713 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003770 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003771 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003772 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003773 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003774 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-003775 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-005821 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

OCTOBER 2022 149 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-005822 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-005824 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-005825 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-008858 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-031655 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-032880 Prehistoric 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D Contributor A, D 

Crowder Canyon 

Archaeological 

District 

P-36-000425 

prehistoric 

component 

Habitation 

Previously Determined Eligible, 

Criterion D; Determined Eligible 

Criterion A by FRA 

A, D N/A N/A N/A 

P-36-001397 Bedrock Milling Assumed Eligible D N/A N/A N/A 

P-36-002207 Lithic Scatter Assumed Eligible D N/A N/A N/A 

P-36-002208 Lithic Scatter Assumed Eligible D N/A N/A N/A 

P-36-002302 Stone Feature Assumed Eligible D N/A N/A N/A 

OCTOBER 2022 150 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SITE Site Type Individual NRHP Status Individual NRHP 

Criteria 

Contributing NRHP 

Status 

Contributing 

NRHP Criteria 

Contributing 

Archaeological 

District 

P-36-003680 Lithic Scatter/ 

Bedrock Milling 

Assumed Eligible D N/A N/A N/A 

P-36-004265 Lithic Scatter/ 

Thermal Feature 

Assumed Eligible D N/A N/A N/A 

P-36-005063 Lithic Scatter Assumed Eligible D N/A N/A N/A 

P-36-006315 Lithic Scatter Assumed Eligible D N/A N/A N/A 

P-36-013882 Thermal Feature Assumed Eligible D N/A N/A N/A 

P-36-033607 Bedrock Milling Assumed Eligible D N/A N/A N/A 

BW22-MH001 (Coyote’s 

Nose) 

Cultural Landform Eligible A N/A N/A N/A 

Source: Dudek 2022 

OCTOBER 2022 151 
 

 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.11.4.3 Traditional Cultural Landscape 

The identification and evaluation of properties of traditional religious and cultural importance 

to an Indian tribe or Native Hawaiian organization may be considered traditional cultural 

properties (or places) (TCPs), as described in the National Register Bulletin (NRB) 38, Guidelines 

for Evaluating and Documenting Traditional Cultural Properties (NPS 1992). NRB 38 is designed 

to supplement NRB 15 and is intended to aid in determining whether properties thought to 

have traditional cultural or religious significance meet one or more of the NRHP significance 

criteria and are therefore eligible for inclusion in the NRHP. The term “Traditional Cultural 

Landscape” (TCL) is currently used to describe an evolving concept for historic preservation 

regulation and practice as of 2013. In 2011, the Advisory Council on Historic Preservation issued 

a Native American Traditional Cultural Landscapes Action Plan with the intent of raising 

awareness for “large scale historic properties of religious and cultural significance to Indian 

tribes or Native Hawaiian organizations (NHOs)” and ensuring that such resources “are 

considered early in land management and project planning decisions” (ACHP 2011). More 

recently, the ACHP issued additional guidance (Native American Traditional Cultural Landscapes 

and the Section 106 Review Process: Questions and Answers) for consideration of TCLs in the 

context of applying Section 106 (ACHP 2012). The ACHP further states that, “Traditional cultural 

landscapes are considered by the NRHP to be a type of significance rather than a property 

type”. Therefore, of the 79 archaeological resources listed above, Tribal Values indicated that 

two (Crowder Canyon Archaeological District and Coyote’s Nose), convey the TCL type of 

significance. Impacts to these resources are discussed further in Section 4.7, Aesthetic and 

Design Quality. 

4.11.5 Environmental Consequences 

Construction and operation of the Project will generate physical ground disturbance, noise, 

vibration and visual intrusions within the study area. Due to the location of historic properties 

in proximity to project activities, impacts or effects to historic properties are unlikely to occur.35 

The overall setting of the cultural landscape within the affected environment will experience 

both short-term and long-term changes, but because the Project will be co-located within the 

existing transportation corridor, changes to the setting are not anticipated to be significant. 

4.11.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

of the I-15 highway between Victor Valley and Rancho Cucamonga. The existing I-15 corridor 

will remain operational. The No Build Alternative will not result in construction activities or 

operation of a new HSR system; therefore, no impacts to cultural resources will occur. 

4.11.5.2 Construction of the Build Alternative 

Construction activities will occur within the defined Project footprint, and will occur primarily 

within the I-15 median or within the existing Caltrans right-of-way. This area is a significantly 

disturbed transportation corridor, which has been disturbed by construction activities and 

ongoing transportation use associated with the I-15 highway. FRA did not identify any built 

35 FRA will prepare a formal finding of effect determination for historic properties within the APE as part of the ongoing Section 106 process 

and seek concurrence by SHPO on this determination. 

OCTOBER 2022 152 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

environment or archaeological historic properties within the APE where ground-disturbing 

activities will occur that would be adversely affected; therefore, construction of the Project 

would likely not result in physical damage to any historic properties. Additionally, resources 

identified in the APE but beyond the Project footprint (described above in Section 4.11.4) would 

be sufficiently distant from construction activities that no noise or vibration construction-period 

impacts are anticipated. 

Construction of the Project will result in short-term noise impacts to resources in the affected 

environment. Under the scenario shown in Section 4.2.5.2, construction noise impacts will be 

limited because most construction will take place in the median of the I-15 corridor, distant 

from most sensitive receptors. Increases in noise has the potential to impact the cultural setting 

by disrupting cultural practices and other activities that may occur within the broader cultural 

landscape. Since construction activities will occur within the Caltrans right-of-way, adjacent to 

or in the I-15 highway median, it is unlikely the Project will cause significant disruptions due to 

noise. Construction noise will be minimized to the extent possible and will occur in the larger 

noise context of the existing highway. Project construction would not diminish the NRHP 

eligibility for any resources as a result of noise or vibration such that it would no longer convey 

significance. 

4.11.5.3 Operation of the Build Alternative 

Archaeological and Tribal Cultural Resources 

Operation of the Build Alternative will occur only within the defined Project footprint, which is 

entirely within an existing transportation corridor and co-located with the I-15 highway. FRA did 

not identify any archaeological resources or tribal cultural resources in the area within the APE 

where permanent Project features would be located. As a result, the Project will not result in 

the physical destruction of any such resources. 

As discussed above in Section 4.2.3, due to the existing noise environment, changes to existing 

noise levels during project operation will not be significant, as noise from the train is 

anticipated to dissipate over 200 feet. In other words, at a distance of 200 feet or farther from 

the Project centerline, noise generated by the Project would not be loud enough to result in an 

impact. FRA did not identify any archaeological resources or tribal cultural resources within 200 

feet of the rail alignment. Furthermore, FRA is not aware of any traditional practices that would 

occur within this distance. The Project’s slight increase in noise around the project area would 

not impact archaeological or tribal cultural resources’ contribution to the broad patterns of 

history or impact information important in prehistory or history. As a result, there would be no 

operational noise impact on archaeological or tribal cultural resources. 

The Project will be located within an existing transportation corridor and will be at or slightly 

above the existing grade of the I-15 highway. In most locations, the most visible element of the 

Project will be the overhead catenary poles and wire. Therefore, FRA does not anticipate visual 

intrusions that would impact the resources’ contribution to the broad patterns of history, 

impact information important in prehistory or history, or otherwise diminish qualities that 

contribute to NRHP eligibility. In consultation with the consulting parties, FRA will prepare a 

formal finding of effect determination and seek concurrence from the SHPO as part of the 

ongoing Section 106 consultation process. 

OCTOBER 2022 153 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Historic Built Environment Resources 

Table 49 summarizes FRA’s preliminary impact assessment for the 12 historic built environment 

resources identified within the APE. As with archaeological and tribal cultural resources, FRA 

will prepare a formal finding of effect determination and seek concurrence from SHPO as part 

of the ongoing Section 106 consultation. 

OCTOBER 2022 154 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 49. Potential Effects to Built Environment Historic Properties Within the APE 

Primary 

Number 

Name and Address (as 

Applicable) City Year Built Impact Assessment NRHP Criteria 

Pending United States Postal 

Service, Etiwanda Station, 

Rancho Cucamonga, 7615 

Etiwanda Ave, Rancho 

Cucamonga, CA 91739 

Rancho 

Cucamonga 

ca. 1960-

1966 

This resource is 300 feet west of the I-15 corridor in Section 3 of the 

Project. The rail alignment would be elevated along the west side of I 

15 and would be visible from the rear of the post office building. 

Introducing the elevated rail alignment to the setting would not 

diminish the setting such that it would no longer be able to convey its 

significance. The existing setting includes an active transportation 

corridor (I-15); the Project would not introduce any incompatible visual 

or audible element to the setting as changes to existing noise levels 

during project operation are not anticipated to be significant and 

anticipated to dissipate beyond 200 feet for a noisy/busy suburban 

environment. 

C 

P-36-008857 Southern California 

Edison (SCE) Lugo-Mira 

Loma No. 1 500 kV 

Transmission Line 

N/A 1968-

1969 

This linear resource crosses overhead within the study area in multiple 

locations in Segments 2 and 3 of the Project. Given the length of this 

resource (over 100 miles) and the relatively narrow segments of the 

resource that cross overhead within the study area, setting impacts 

would be minimal-moderate level. 

A, C 

P-36-010315 Southern California 

Edison (SCE) Boulder 

Dam–San Bernardino 132 

kV Hoover Dam 

Transmission Linea 

N/A 1930–

1937 

This resource crosses the APE for a distance of approximately 6,000 

feet near the I-15/Stoddard Wells Road interchange (Segment 1) and 

for a distance of approximately 2,500 feet in Hesperia (Segment 1). 

Project construction would cause temporary noise and vibration. Given 

the total length of this resource (over 200 miles long), and the 

relatively short distance that the resources crosses into the study area, 

impacts would be minimal. Construction impacts would be temporary 

in nature, and construction activities would avoid the overhead utilities 

(there are multiple corridors at this location). The utilities are not 

considered sensitive receivers for the purposes of noise impacts. 

A, C 

P-36-007694 Los Angeles Department 

of Water and Power 

(LADWP) Boulder Dam to 

N/A 1933–

1940 

There would be minor permanent visual and setting impacts given that 

the Project would be visible in views to and from this resource, but the 

resource would not be physically impacted. Noise and vibration 

A, C 

OCTOBER 2022 155 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Primary 

Number 

Name and Address (as 

Applicable) City Year Built Impact Assessment NRHP Criteria 

Los Angeles Transmission 

Linesa 

impacts during construction would be minimal, given that this is not a 

noise-sensitive land use type. 

P-36-010316 Southern California 

Edison (SCE) Kramer –

Victorville Transmission 

Linesa 

N/A 1933-

1940 

This linear resource crosses overhead within the APE at one location in 

Hesperia (Segment 1) for a distance of 2,000 feet. Given the length of 

this resource (approximately 100 miles), impacts to its setting would be 

minimal. There will be no physical impacts. 

A, C 

P-36-006793 Atchison, Topeka & Santa 

Fe (AT&SF) Railroad 

N/A ca. 1915 The Project would add new crossings over the historic property at 

multiple locations but within the footprint of I-15, so the incremental 

increase in visual impacts is expected to be minimal. The existing BNSF 

rail corridor is not considered a sensitive receptor for noise or vibration 

impacts. 

A, C 

P-36-007295 Railroad Bridge over 

Baldy Mesa Road 

N/A 1931 This railroad bridge is located 1,000 feet east of I-15 between Cajon 

Junction and Alray, in Segment 2 of the Project. This resource is east of 

the southbound lanes of I 15, and the proposed rail alignment is in the 

median, at grade, at this location. Introducing a railroad-related visual 

element in the vicinity of this bridge is unlikely to affect this resource; 

no impacts are anticipated. 

A, C 

P-36-012319 BNSF Railroad Culvert 

BNSF-4 

N/A 1930 This historic culvert is approximately 1,000 feet east of the northbound 

I-15 travel lanes in Segment 2 (median-running alignment in Cajon 

Pass). Given its current use as a BNSF railroad structure, located 1,000 

feet away from the proposed Project, no noise or vibration impacts are 

anticipated. There will be no physical impacts. 

C 

P-36-022664 WSA PF 08 Culvert N/A 1932 This historic culvert crosses under I-15 in Segment 2 of the Project. No 

impacts to this resource are anticipated. 

A 

P-36-002910 National Old Trails 

Highway; also Route 66 

N/A ca. 

1920–

1970 

The Project would not introduce an incompatible visual or audible 

element to the setting because an active transportation corridor 

already exists in the resource’s immediate setting. The Project would 

cross the historic property at multiple locations where the resource 

lacks integrity. The Project would not physically alter the segment of 

the resource that retains integrity, as it is not located on I-15 right-ofA 

OCTOBER 2022 156 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Primary 

Number 

Name and Address (as 

Applicable) City Year Built Impact Assessment NRHP Criteria 

way. No noise or vibration impacts are anticipated, as the historic 

resource is greater than 200 feet from the median-running alignment. 

P-36-021351 California Aqueduct East 

Branch 

N/A ca. 1960s The Project would add a bridge spanning the aqueduct; the bridge 

would be adjacent to existing I-15 bridges. Given the overall length of 

the aqueduct (over 200 miles long), and the short bridge span between 

the I-15 bridges (median alignment), the operational impact would be 

minimal. 

A, C 

P-36-014997 Cour-Tilden House Rancho 

Cucamonga 

ca. 1914 This residence is 300 feet west of the I-15 corridor at the periphery of 

the study area, in Section 3 of the Project. The rail alignment would be 

elevated on the west side of I-15 and would be visible and audible from 

the rear of the residence. Introducing the elevated rail alignment 

(Project) to the setting of this historic residence would not diminish the 

integrity of the historic resource such that it would no longer be able to 

convey its significance, as the existing setting already includes an active 

elevated transportation corridor (I-15). 

C 

P-36-006318 Southwestern Portland 

Cement Company, 

Victorville Plant 

Victorville 1916 This resource is 1/3 mile west of I-15 in Section 1 of the Project. The 

rail alignment would be elevated on a bridge on the west side of the 

Mojave River, adjacent to the I-15 bridges crossing the Mojave River. 

No physical or noise impacts are anticipated at this distance, but the 

Project would have a minor impact on the resource’s visual setting.

A 

Source: HNTB 2022 

OCTOBER 2022 157 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.11.5.4 Traditional Cultural Landscape 

FRA considered whether construction and operation of the Project would affect the cultural 

setting within the study area. The setting includes both tangible and intangible elements, which 

are of religious and cultural significance to Tribes. Overall, near to and from the viewpoint of 

archaeological historic properties, construction of the Project would not significantly alter the 

setting and feel of the existing environment, which has been extensively modified through 

construction of I-15 and other roadways, rest stops, and service areas associated with the 

freeway, as well as other infrastructure, such as overhead powerlines. While some noise, 

vibratory, and visual impacts would occur either from the introduction of new infrastructure 

components or HSR operations, these would be minimal given that the Project would be 

located within an existing transportation corridor that has been a part of the visual landscape 

for over 50 years. As a result, the Project would not significantly alter the existing cultural 

setting. FRA recognizes that the cultural setting may convey significance that is not able to be 

perceived by non-traditional users. Therefore, FRA will consider, in consultation with Tribes, 

whether mitigation is appropriate to address changes in setting. 

4.11.5.5 Cumulative Impacts 

Impacts on cultural resources tend to be specific to the context of the resource and to the 

aspects which contribute to a property’s eligibility for listing in the National Register of Historic 

Places. Implementation of past, present, and foreseeably future actions can result in cumulative 

effects on individual historic properties or landscapes. However, as noted above, FRA did not 

identify any built environment or archaeological historic properties within the APE where 

ground-disturbing activities will occur that would be adversely affected; therefore, construction 

of the Project would likely not result in physical damage to any historic properties. Therefore, 

construction of the Project, in combination with other cumulative projects, would not result in 

cumulative impacts on built environment or archaeological historic properties. 

Although the Project and cumulative projects could result in increased noise and vibration at 

cultural resources, a quiet setting is not a character-defining feature of impacted resources. 

Therefore, operation of the Project, in combination with other past, present, and reasonably 

foreseeable future projects would not result in cumulative cultural resource impacts. 

4.11.6 Avoidance Minimization and Mitigation Measures 

As no adverse effects or impacts have been identified, no avoidance, minimization, or 

mitigation measures will be required to reduce impacts on cultural resources during 

construction or operation of the Project. 

4.12 Transportation 

Proposed HSR projects have the potential to reduce transportation costs, reduce GHG 

emissions, relieve highway and air traffic congestion, and spur economic development in large 

and small communities. It is important to evaluate the impacts of a proposed HSR project to the 

existing and future transportation system, as well as identify how a transportation project 

improves mobility, at both the local and regional level, compared to the No Build Alternative. 

This section describes the details regarding the transportation analysis from implementation of 

the Project, including to local intersections, local transit, regional rail, active transportation, 

OCTOBER 2022 158 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

parking, freeway mainlines, and VMT. The following analysis is based on the Transportation 

Technical Report prepared by HNTB, which is included as Attachment I to this EA. 

4.12.1 Regulatory Setting 

The following Federal, State, and local regulations, policies, and plans were reviewed to 

evaluate potential project-related impacts on transportation: 

▪ Traffic Safety Bulletin 20-02-R1 Interim Local Development Intergovernmental Review 

Safety Review (LDIGR) Practitioners Guidance (Caltrans 2020): This guidance is for 

practitioners and consultants conducting safety reviews for proposed projects affecting the 

State Highway System. 

▪ San Bernardino County Congestion Management Program (CMP): This program prescribes 

a uniform approach for the analysis of traffic impacts for jurisdictions within the county. 

▪ City of Rancho Cucamonga Traffic Impact Analysis Guidelines: These guidelines describe 

the elements required for preparing traffic impact analyses consistent with the San 

Bernardino County CMP. 

▪ City of Hesperia General Plan: Circulation Element Implementation Policy CI-2.1 establishes 

the city’s level of service (LOS) standard as LOS D for most roadway segments and 

intersections. Consistent with the CMP, this policy also states that LOS E is acceptable 

during peak hours at freeway interchanges and on Bear Valley Road, Main Street/Phelan 

Road, and US 395. 

4.12.2 Study Area 

The transportation analysis examines the potential effects of the Project on traffic patterns, 

VMT, parking, regional rail service, public transit service, and active transportation. The study 

area for each mode of transportation has been determined by where effects to each mode or 

metric might occur along parallel travel routes and in station areas as the result of the provision 

of new service, or near physical improvements where transportation facilities might be 

modified. 

The traffic analysis evaluates the I-15 highway mainline as well as the local roadway and ramp 

intersections serving the proposed station sites in Rancho Cucamonga and Hesperia. The 

station areas around the Brightline West High-Speed Passenger Train Project between Victor 

Valley and Las Vegas are not included in the study area. 

The study area for the intersection analysis includes 16 intersections around the Hesperia and 

Rancho Cucamonga stations. The study area for transit and regional rail includes routes, 

stations, and stops with a direct interface with project stations or that provide a parallel service 

to the Project, including any bus services and rail stations that stop at or within walking 

distance (0.25 mile) of the proposed Hesperia or Rancho Cucamonga stations or that use the I15 corridor. The study area for active transportation includes roadways and paths with direct 

access to the station sites. The study area for freeway mainline operations is the I-15 right-ofway between the cities of Victorville and Rancho Cucamonga in California. The study area for 

VMT is the I-15 highway between Rancho Cucamonga and Las Vegas. 

OCTOBER 2022 159 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.12.3 Methodology 

This qualitative analysis considers the potential direct and indirect transportation impacts of 

the Project on the communities within San Bernardino County, and the cities of Victorville, 

Hesperia, Rancho Cucamonga, and Fontana. This analysis evaluates existing conditions, Project 

2025 Opening Year No Build and Build conditions, and 2045 Horizon Year No Build and Build 

conditions. Existing traffic volumes are based on traffic counts conducted in August 2020, 

except for the intersection of US-395/Joshua Street, which was counted in October 2019. The 

counts were conducted for four peak periods: weekday AM (6:00 to 9:00 a.m.), weekday PM 

(4:00 to 6:00 p.m.), Friday PM (4:00 to 6:00 p.m.), and Sunday PM (4:00 to 6:00 p.m.). The year 

2045 traffic No Build forecasts were derived using data from a variety of sources, including the 

SBCTA travel demand forecasting model and planning documents related to proposed 

improvements to I-15, including the I-15 Express Lanes project. 

Train station vehicular trip generation was derived from station-specific ridership and employee 

projections prepared for Brightline West. Ridership projections were developed separately for 

commuters traveling between Hesperia and Rancho Cucamonga and for leisure and business 

passengers traveling between Las Vegas and Rancho Cucamonga. Ridership data was provided 

for the Hesperia and Rancho Cucamonga stations by year of operation, day of the week, time of 

day (peak hours), and direction (i.e., boardings [departures] and alightings [arrivals]). 

The peak weekday, Friday, and Sunday hourly ridership projections were used to estimate peak 

hour vehicular trip generation and take into account passengers arriving in, or departing from, 

Rancho Cucamonga via the Metrolink San Bernardino line. 

For a full description of the methods used to evaluate transportation impacts, refer to Section 

4.3 of the Transportation Technical Report (Attachment I). 

4.12.4 Affected Environment 

The affected environment includes the following: 

▪ Local intersections 

▪ Local transit 

▪ Regional rail 

▪ Active transportation 

▪ Parking 

▪ Freeway mainline 

▪ Vehicle miles traveled 

4.12.4.1 Local Intersections 

The affected environment for the intersection analysis includes 16 intersections around the 

proposed Hesperia and Rancho Cucamonga stations. Four existing intersections in the vicinity 

of the proposed Hesperia station and 12 existing intersections in the vicinity of the proposed 

Rancho Cucamonga station were analyzed. Currently, none of the 16 intersections operate at 

unacceptable LOS standards (LOS E or LOS F) during the AM (morning) and PM (afternoon) peak 

traffic hours for weekdays and weekends. 

OCTOBER 2022 160 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.12.4.2 Local Transit 

The affected environment for local transit includes routes, stations, and stops with a direct 

interface with project stations or that provide a parallel service to the Project. These include 

any bus services that stop at or within walking distance (0.25 mile) of the proposed Hesperia or 

Rancho Cucamonga stations or that use the I-15 corridor. Local transit within the study area is 

primarily provided by the Victor Valley Transit Authority (VVTA) and Omnitrans. Although VVTA 

has two bus routes (Route 15 and Route 25) that pass the Hesperia station site, there are no 

established bus stops in the Hesperia station vicinity. The proposed Rancho Cucamonga station 

is currently served by one bus route, Omnitrans Route 82. Additionally, the planned West Valley 

Connector project will provide frequent bus service to the Rancho Cucamonga Metrolink 

station and increase bus capacity at the station, and throughout the Omnitrans system. Planned 

headways are 10 minutes during the peak commute period and 15 minutes off peak, Monday 

through Friday. Weekend service may be provided subject to the availability of operating funds. 

Phase 1 of the West Valley Connector project, including stops at the Rancho Cucamonga 

Metrolink station and 20 other locations over a 19-mile route, is planned to begin service in 

2023 with an opening year daily ridership forecast of 5,800 passengers (SBCTA 2020). Phase 2, 

serving an additional 12 locations and extending the route to a total of 35 miles, is expected to 

open in 2040, with a daily ridership forecast of 10,170 passengers. The “Resort” masterplanned community will construct a new residential community west of the Rancho Cucamonga 

station, extending south from the Metrolink corridor across 6th Street to 4th Street. Since most 

of the traffic to the Rancho Cucamonga station will be regional traffic, and 6th Street does not 

have connections to either I-10 or I-15, traffic accessing the station from the west is expected to 

use either I-10 or 4th Street and then Milliken Avenue. For this reason, no analysis is included 

for this new potential connection or associated intersections. 

4.12.4.3 Regional Rail 

The affected environment for regional rail includes routes, stations, and stops with a direct 

interface with project stations or that provide a parallel service to the Project. These include 

any rail services that stop at or within walking distance (0.25 mile) of the proposed Hesperia or 

Rancho Cucamonga stations or that use the I-15 corridor. There is no existing regional rail 

service at the proposed Hesperia station site. The Southern California Regional Rail Authority 

(SCRRA or Metrolink) operates commuter rail service along the San Gabriel Subdivision 

between Los Angeles Union Station and downtown San Bernardino, which includes a stop at 

the Rancho Cucamonga station. As of April 2022, 36 commuter rail trains, 18 in each direction, 

stop at the Rancho Cucamonga station between 4:08 AM and 10:52 PM on weekdays. On 

Saturdays and Sundays, Metrolink runs eight trains in each direction between 7:04 AM and 

10:52 PM on the San Bernardino Line. 

Additionally, the Southern California Optimized Rail Expansion (SCORE) program is intended to 

increase speeds, reliability, and capacity on Metrolink lines, including on the San Gabriel 

Subdivision that serves the Rancho Cucamonga station. The SCORE program also includes 

capital improvements within the Metrolink corridor that will improve service to Rancho 

Cucamonga, including the Marengo Siding Extension, El Monte Siding Extension/Tyler and 

Cogswell Grade Crossing Improvements, Rancho Siding Extension, and Lone Hill to White 

Double Track. These projects are anticipated to be complete by 2025 (SCRRA 2022b). With 

OCTOBER 2022 161 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

these and other improvements, the California State Rail Plan envisions half-hourly all-day 

service between Los Angeles and San Bernardino commencing in 2028 (Caltrans 2018). 

The SBCTA is currently constructing the Redlands Passenger Rail (Arrow) Project and is expected 

to enter service in 2022 (SBCTA 2021). Arrow, which will be operated by Metrolink, will provide 

Diesel Multiple Unit service to five stations along a 9-mile route extending east from downtown 

San Bernardino to Redlands. Trains will operate every 30 minutes during peak periods and 

every 60 minutes during off-peak periods, with weekday and weekend service planned to 

operate between 5:00 PM and 10:00 PM. In addition, a Metrolink locomotive-hauled coach will 

be used to provide weekday express service between Redlands and Los Angeles. 

SBCTA is conducting environmental review of the “Tunnel to ONT” project, a roughly 4-mile 

planned transit corridor connecting the Rancho Cucamonga Metrolink station and Ontario 

International Airport (ONT). Expected to be completed by 2025, the Project will use 

autonomous vehicles to shuttle passengers through a tunnel beneath Milliken Avenue and 

Airport Drive. At the Rancho Cucamonga station, autonomous electric vehicles will enter the 

tunnel through a ramp located adjacent to the existing Metrolink station. When completed, the 

“Tunnel to ONT” project will provide air travelers convenient connections to the Metrolink rail 

network and to Brightline West service to the High Desert of San Bernardino County. 

4.12.4.4 Active Transportation 

The affected environment for active transportation includes roadways and paths with direct 

access to the Hesperia and Rancho Cucamonga station sites. The proposed Hesperia station site 

is currently exclusively auto-oriented, with a Caltrans park and ride to allow commuters to form 

carpools and truck stop west of I-15 and vacant land to the east. Neither Joshua Street nor US395, its nearest cross street, have sidewalks. The Rancho Cucamonga station is accessed from 

Milliken Avenue which has sidewalks and dedicated bicycle lanes in both directions. The SBCTA 

and the Southern California Association of Governments (SCAG) prepared the ARRIVE Corridor 

plan, which provides a vision for a mixed-use, transit-oriented community with pedestrian 

friendly streets at the Rancho Cucamonga station (SBCTA and SCAG 2015). 

The “Resort” master-planned community will construct a new residential community, including 

local-serving retail, west of the Rancho Cucamonga station, extending south from the Metrolink 

corridor across 6th Street to 4th Street. An internal north-south roadway (“The Vine”) is planned 

to include protected bicycle lanes and a 16-foot “pedestrian realm” on each side. The Vine will 

provide bicycle and pedestrian connectivity to the station via 7th Street and Azusa Court. 

4.12.4.5 Parking 

Near the Hesperia station, an existing park and ride lot exists at the southwest corner of US-395 

and Joshua Street to allow commuters to form carpools. A separate project, as of January 2022, 

is expanding the capacity of the lot from approximately 200 spaces to approximately 400 

spaces. The existing parking capacity of the Metrolink station in Rancho Cucamonga is 960 

spaces. 

4.12.4.6 Freeway Mainline 

The affected environment for freeway mainline operations is the I-15 right-of-way between the 

cities of Victorville and Rancho Cucamonga in California. The I-15 corridor traverses San 

OCTOBER 2022 162 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Bernardino County from the Riverside County line south of the project limits to the Nevada 

state line. Within the project limits, I-15 generally has four travel lanes in each direction south 

of US-395 in Hesperia and three travel lanes in each direction north of US-395. Auxiliary lanes 

and merge lanes are provided at major interchanges. Currently the Cajon Pass on I-15 supports 

daily workforce commuters, recreational travel, and regional and interstate freight and goods 

movement; it is one of the most congested freeway segments along I-15. 

4.12.4.7 Vehicle Miles Traveled 

The Project will affect VMT on I-15 within the project limits between Rancho Cucamonga and 

Victor Valley, as well as between Victor Valley and Las Vegas, because most HSR passengers 

between Rancho Cucamonga and Victor Valley will otherwise drive the entire distance between 

Rancho Cucamonga and Las Vegas. In 2019, the total annual VMT on I-15 within the project 

limits was approximately 3.3 billion miles. 

4.12.5 Environmental Consequences 

4.12.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

and immediately alongside the I-15 highway between Victor Valley and Rancho Cucamonga. 

Traffic volumes for the 16 intersections were collected for the 2025 No Build and 2045 No Build 

conditions. As shown in Table 50, all four study intersections near the Hesperia station are 

projected to operate at acceptable LOS conditions (LOS D or better) during the peak periods 

under the 2025 No Build conditions, and two of the four study intersections are projected to 

operate at unacceptable LOS conditions (LOS F) in 2045 for the peak periods. At the Rancho 

Cucamonga station, three intersections will operate at unacceptable LOS during the 2025 No 

Build conditions, and three intersections will operate at unacceptable LOS under the 2045 No 

Build conditions, as shown in Table 51. 

Table 50. Hesperia Station No Build Intersection Level of Service 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

2025 No Build 

(1) US-395/ 

Joshua Street Signal 14.2 B 11.8 B 35.6 D 14.2 B 

(2) Joshua Street/ 

I-15 SB ramp OWSC 9.9 A 9.4 A 9.6 A 9.5 A 

(3) Joshua Street/ 

I-15 NB ramp OWSC 8.3 A 7.9 A 8.3 A 8.1 A 

(4) Joshua Street/ 

Mariposa Road OWSC 10.4 B 9.9 A 10.2 B 10.0 B 

OCTOBER 2022 163 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

2045 No Build 

(1) US-395/ 

Joshua Street Signal 21.6 C 43.0 D 234.92 F2 46.3 D 

(2) Joshua Street/ 

I-15 SB ramp OWSC 10.0 B 14.5 B 16.2 C 17.5 C 

(3) Joshua 

Street/I-15 NB 

ramp 

OWSC 8.0 A 9.1 A 10.2 B 9.1 A 

(4) Joshua Street/ 

Mariposa Road OWSC 12.6 B 113.22 F2 132.72 F2 86.52 F2 

Source: HNTB 2022 

Notes: 1 Control delay in seconds per vehicle 2and bolded text indicate the intersection operates at unacceptable LOS E or LOS F 

NB = northbound 

OWSC = one-way stop-controlled 

SB = southbound 

Table 51. Rancho Cucamonga Station No Build Intersection Level of Service 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

2025 No Build 

(5) Milliken 

Avenue/ 

SR-210 WB 

ramps 

Signal 14.0 B 9.5 A 9.8 A 9.7 A 

(6) Milliken 

Avenue/ 

SR-210 EB ramps 

Signal 8.9 A 9.5 A 17.6 B 14.2 B 

(7) Milliken 

Avenue/ 

Foothill 

Boulevard 

Signal 14.1 B 75.42 E2 40.7 D 33.6 C 

OCTOBER 2022 164 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(8) Milliken 

Avenue/ 

Azusa Court 

OWSC 11.6 B 12.5 B 13.2 B 11.7 B 

(9) Milliken 

Avenue/ 

th 7 Street 

Signal 8.7 A 9.4 A 10.4 B 7.7 A 

(10) Milliken 

Avenue/ 

4th Street 

Signal 26.5 C 80.82 F2 55.52 E2 26.7 C 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

Signal 48.5 D 46.9 D 60.72 E2 52.4 D 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

Signal 24.9 C 26.3 C 34.2 C 24.0 C 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 23.6 C 11.4 B 25.9 C 13.9 B 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 17.8 B 19.3 B 11.4 B 23.8 C 

(15) 4th Street/ 

I-15 SB ramps Signal 30.1 C 30.3 C 28.2 C 35.4 D 

(16) 4th Street/ 

I-15 NB ramps Signal 47.6 D 27.2 C 32.6 C 38.1 D 

2045 No Build 

(5) Milliken 

Avenue/ 

SR-210 WB 

ramps 

Signal 12.2 B 8.9 A 12.8 B 9.3 A 

(6) Milliken 

Avenue/ 

SR-210 EB ramps 

Signal 11.3 B 11.0 B 28.7 C 14.8 B 

(7) Milliken 

Avenue/ 

Foothill 

Boulevard 

Signal 16.0 B 63.52 E2 63.82 E2 59.42 E2 

OCTOBER 2022 165 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(8) Milliken 

Avenue/ 

Azusa Court 

OWSC 12.1 B 12.7 B 13.2 B 11.6 B 

(9) Milliken 

Avenue/ 

7th Street 

Signal 16.9 B 12.0 B 13.8 B 9.4 A 

(10) Milliken 

Avenue/ 

4th Street 

Signal 40.6 D 112.42 F2 208.22 F2 216.92 F2 

(11) Milliken 

Avenue/I-10 WB 

ramps 

Signal 44.1 D 77.12 E2 118.32 F2 54.8 D 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

Signal 17.3 B 19.4 B 23.6 C 19.2 B 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 17.8 B 17.6 B 25.0 C 10.4 B 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 8.0 A 46.1 D 5.6 A 24.6 C 

(15) 4th Street/ 

I-15 SB ramps Signal 35.3 D 29.5 C 30.8 C 42.2 D 

(16) 4th Street/ 

I-15 NB ramps Signal 44.6 D 27.4 C 33.2 C 38.6 D 

Source: HNTB 2022 

Notes:1 Control delay in seconds per vehicle 2 and bold text indicate the intersection operates at unacceptable LOS E or LOS F 

EB = eastbound, SR = State Route, WB = westbound 

All turning movements are projected to generate queues that can be accommodated within the 

available lane storage except for the southbound right turn movement at the I-15 southbound 

ramps/Foothill Boulevard during the weekday AM/PM and Friday PM peak hours. Although the 

storage is exceeded for this single turning movement, the queueing spillback is projected to be 

accommodated in the upstream adjacent lane on the off-ramp and well within off-ramp storage 

without extending onto the southbound I-15 mainline lanes. 

Local transit, regional rail, active transportation, and parking services will continue to operate 

as described under existing conditions. Demand for these services will likely increase in line 

with SCAG forecasts (29 percent increase by 2045), but with implementation of the West Valley 

OCTOBER 2022 166 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Connector project, ARRIVE Corridor plan, and SCORE program, will have adequate capacity to 

serve the station sites. Traffic volumes on the I-15 mainline will continue to increase by an 

estimated 31 to 38 percent by 2045, increasing bottle necks and travel times. 

4.12.5.2 Operation of Build Alternative 

Local Intersections 

Traffic volumes for the 16 intersections were collected for the 2025 Opening Year and 2045 

Horizon Year conditions. As shown in Table 52, all of the study intersections in Hesperia are 

projected to operate at LOS D or better during 2025 Opening Year and, and two of the four 

study intersections are projected to operate at unacceptable LOS F in the 2045 Horizon Year for 

the peak periods. The addition of project traffic to the Hesperia station intersections in the 

2045 Horizon Year will not cause intersections to degrade from an acceptable LOS D in the 2045 

No Build conditions to a LOS E or LOS F in the weekday and weekend peak hour Build 

conditions. 

OCTOBER 2022 167 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 52. Hesperia Station Intersection Level of Service 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday PM Peak 

Hour 

Sunday PM Peak 

Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

2025 Opening Year 

(1) US-395/ 

Joshua Street Signal 15.2 B 13.7 B 37.6 D 14.2 B 

(2) Joshua Street/ 

I-15 SB ramp OWSC 10.6 B 10.0 B 10.1 B 9.7 A 

(3) Joshua Street/ 

I-15 NB ramp OWSC 8.5 A 8.1 A 8.4 A 8.1 A 

(4) Joshua Street/ 

Mariposa Road OWSC 11.1 B 10.4 B 10.6 B 10.1 B 

2045 Horizon Year 

(1) US-395/ 

Joshua Street Signal 27.5 C 50.5 D 239.42 F2 52.5 D 

(2) Joshua Street/ 

I-15 SB ramp OWSC 12.3 B 18.8 C 22.2 C 18.5 C 

(3) Joshua Street/ 

I-15 NB ramp OWSC 8.8 A 9.7 A 11.0 B 9.2 A 

(4) Joshua Street/ 

Mariposa Road OWSC 15.8 C 276.42 F2 259.22 F2 113.02 F2 

Source: HNTB 2022 

Notes: 1 Control delay in seconds per vehicle 2 and bold text indicates the intersection operates at unacceptable LOS E or LOS F 

At the Rancho Cucamonga station, three intersections will operate at unacceptable LOS during 

the 2025 Opening Year conditions during the peak periods, as shown in Table 53. The Project 

will contribute traffic to three intersections that are projected to operate at LOS E or LOS F 

during the No Project 2025 conditions, but will not cause intersections to degrade from an 

acceptable LOS D in the 2025 No Build conditions to a LOS E or LOS F in the peak periods. In the 

2045 Horizon Year, four intersections will operate at unacceptable LOS. The Project will 

contribute traffic to three intersections that are projected to operate at LOS E or LOS F during 

the 2045 No Project conditions and will also degrade the LOS at the Milliken Avenue/7th Street 

Intersection from LOS D or better to an unacceptable LOS E or F compared to the 2045 No Build 

scenario. The potential for effects from project operation will be minimized through the 

development and implementation of BMPs and mitigation measures, as discussed in Section 

4.12.6, Avoidance, Minimization, and Mitigation Measures. 

OCTOBER 2022 168 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Table 53. Rancho Cucamonga Station Intersection Level of Service 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

2025 Opening Year 

(5) Milliken 

Avenue/ 

SR-210 WB 

ramps 

Signal 14.4 B 9.8 A 10.1 B 9.9 A 

(6) Milliken 

Avenue/ 

SR-210 EB ramps 

Signal 9.0 A 9.7 A 20.4 C 14.6 B 

(7) Milliken 

Avenue/ 

Foothill 

Boulevard 

Signal 14.2 B 78.22 E2 44.6 D 38.8 D 

(8) Milliken 

Avenue/ 

Azusa Court 

OWSC 12.5 B 13.6 B 14.9 B 12.7 B 

(9) Milliken 

Avenue/7th 

Street 

Signal 12.8 B 23.5 C 24.7 C 15.6 B 

(10) Milliken 

Avenue/ 

4th Street 

Signal 26.2 C 79.82 E2 56.42 E2 31.9 C 

(11) Milliken 

Avenue/ 

I-10 WB ramps 

Signal 46.4 D 48.1 D 59.72 E2 54.7 D 

(12) Milliken 

Avenue/ 

I-10 EB ramps 

Signal 24.8 C 27.3 C 36.3 D 24.4 C 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 23.7 C 12.0 B 29.3 C 14.4 B 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 17.8 B 19.4 B 11.4 B 23.8 C 

(15) 4th Street/ 

I-15 SB ramps Signal 37.9 D 30.5 C 28.3 C 38.6 D 

OCTOBER 2022 169 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(16) 4th Street/ 

I-15 NB ramps Signal 52.0 D 29.4 C 32.6 C 38.1 D 

2045 Horizon Year 

(5) Milliken 

Avenue/ 

SR-210 WB 

ramps 

Signal 12.7 B 9.4 A 13.6 B 9.9 A 

(6) Milliken 

Avenue/ 

SR-210 EB ramps 

Signal 11.5 B 12.4 B 29.0 C 15.6 B 

(7) Milliken 

Avenue/Foothill 

Boulevard 

Signal 16.8 B 72.12 E2 66.02 E2 62.92 E2 

(8) Milliken 

Avenue/Azusa 

Court 

OWSC 14.6 B 15.2 C 17.8 C 15.4 C 

(9) Milliken 

Avenue/7th Street Signal 42.8 D 130.02 F2 137.72 F2 106.42 F2 

(10) Milliken 

Avenue/4th 

Street 

Signal 41.5 D 118.12 F2 212.12 F2 203.52 F2 

(11) Milliken 

Avenue/I-10 WB 

ramps 

Signal 44.8 D 75.92 E2 152.62 F2 52.1 D 

(12) Milliken 

Avenue/I-10 EB 

ramps 

Signal 17.5 B 21.3 C 34.9 C 21.2 C 

(13) Foothill 

Boulevard/ 

I-15 SB ramps 

Signal 18.0 B 20.1 C 32.1 C 11.3 B 

(14) Foothill 

Boulevard/ 

I-15 NB ramps 

Signal 8.0 A 46.3 D 5.6 A 24.7 C 

(15) 4th 

Street/I-15 SB 

ramps 

Signal 40.6 D 29.4 C 33.1 C 42.4 D 

OCTOBER 2022 170 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

(No.) 

Intersection 

Traffic 

Control 

Weekday Weekend 

AM Peak Hour PM Peak Hour 

Friday 

PM Peak Hour 

Sunday 

PM Peak Hour 

Control 

Delay1 LOS 

Control 

Delay LOS 

Control 

Delay LOS 

Control 

Delay LOS 

(16) 4th 

Street/I-15 NB 

ramps 

Signal 51.2 D 27.5 C 33.3 C 38.7 D 

Source: HNTB 2022 

Notes: a Control delay in seconds per vehicle; * and bold text indicates the intersection operates at unacceptable LOS E or LOS F 

Ramp queues are projected to fit within off-ramp storage without extending onto mainline 

lanes in both the 2025 Opening Year and 2045 Horizon Year. One queuing impact was identified 

at the I-15 southbound ramps/Foothill Boulevard intersection, affecting the southbound right 

turning movement. The vehicle queue length will exceed the available storage, but the 

queueing spillback is projected to be accommodated on the off-ramp in the upstream adjacent 

lane and will not impact mainline operation. 

Local Transit 

Operation of the Project is anticipated to increase demand for local transit at the Hesperia 

station. As VVTA Routes 15 and 25 currently pass the station site, a stop could be added at the 

station with minimal impact to the operation of these routes. VVTA buses will have adequate 

capacity to serve the additional passengers for both the 2025 Opening Year and 2045 Horizon 

Year. Because both Routes 15 and 25 operate at approximately 2-hour headways and along 

different routes, the hourly volume of passengers desiring to depart the station via bus will 

likely exceed the available bus capacity during any single hour. 

Operation of the Project will increase transit ridership at the Rancho Cucamonga station. The 

Project will increase demand for public bus transit on Sundays. The West Valley Connector 

project is planned to serve the station with frequent service (4-6 buses per hour) and will 

increase bus capacity at the Rancho Cucamonga station and throughout the Omnitrans system. 

With the introduction of the West Valley Connector project, Omnitrans will have adequate 

capacity to serve the station in both the 2025 Opening Year and 2045 Horizon Year. 

Regional Rail 

No existing regional rail service exists at the proposed Hesperia station site. Therefore, effects 

on regional rail are not anticipated at this location for the 2025 Opening Year and 2045 Horizon 

Year. 

Operation of the Project will increase weekend demand for existing rail service at the Rancho 

Cucamonga station, including Metrolink’s San Bernardino Line. The SCORE program proposes 

multiple improvements to the Metrolink San Bernardino Line, including 12 projects to increase 

capacity so that trains can run half-hourly all-day service between Los Angeles and San 

Bernardino. 

OCTOBER 2022 171 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Active Transportation 

As the Project is almost entirely in existing highway rights-of-way not intended for bicycle or 

pedestrian use, it is not anticipated to negatively affect active transportation near the Hesperia 

or Rancho Cucamonga stations in either the 2025 Opening Year or 2045 Horizon Year. 

Parking 

A new parking facility, in addition to the existing Caltrans park and ride lot, is proposed for the 

Hesperia station on the south side of Joshua Street and will provide 360 parking spaces. Based 

on ridership estimates and travel patterns, the number of parking spaces planned at this station 

will be able to accommodate the highest demand for the 2025 Opening Year. In the 2045 

Horizon Year, the parking facility will not have adequate parking spaces to meet demand. 

At the Rancho Cucamonga station, a new 4,100-space parking structure is proposed at the 

existing Metrolink station. The parking structure will replace approximately two thirds of the 

existing surface parking that serves Metrolink passengers. Of the 4,100 parking spaces, 650 

spaces will be reserved for Metrolink passengers, based on an agreement with SBCTA reflecting 

Metrolink’s expected future parking demand at this station. All vehicles entering the parking 

structure will be required to have either a Metrolink or a Brightline West permit. Metrolink 

passengers will continue to purchase permits at the station or online. Brightline West 

passengers will purchase parking permits at the same time as they purchase their train tickets. 

Brightline West parking permits are anticipated to be electronic, either displayed on a 

smartphone or enforced by license plate recognition once the vehicle is inside the parking 

structure. Access to the parking structure will remain from Azusa Court. Based on ridership 

estimates, parking at the Rancho Cucamonga station will have adequate parking available in the 

2025 Opening Year but will exceed the amount of planned spaces at the station in the 2045 

Horizon Year. 

The potential for effects to parking from project operation will be minimized through the 

development and implementation of BMPs and mitigation measures, as discussed in Section 

4.12.6, Avoidance, Minimization, and Mitigation Measures. 

Freeway Mainline 

Implementation of the Project will reduce demand on the I-15 mainline by diverting vehicle 

travel to rail travel. The Project will remove up to 166 vehicles in the peak direction along I-15 

during the highest peak hour in the 2025 Opening Year scenario. In the 2045 Horizon Year, the 

Project will remove up to 452 vehicles in the peak direction along I-15 during the highest peak 

hour. Therefore, the Project will have a beneficial effect on the mainline corridor during the 

2025 Opening Year and 2045 Horizon Year. 

Vehicle Miles Traveled 

The Project will result in a net reduction in annual VMT both within the project limits and 

between Victor Valley and Las Vegas. It is also assumed that vehicle travel to and from airports 

will be replaced by an equivalent amount of vehicle travel to and from rail stations. 

Approximately 15.3 percent of riders will be diverted from air travel. Their VMT has not been 

included in this calculation as they will not account for any VMT reduction. The Project’s effect 

on VMT is closely tied to that of the Victor Valley to Las Vegas project because many passengers 

using the Project's service will continue on to Las Vegas. The projects together will result in a 

OCTOBER 2022 172 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

net annual reduction in VMT of approximately 358 million miles in the 2025 Opening Year and 

731 million miles in the 2045 Horizon Year. The Project alone will result in an annual net VMT 

reduction of 93 million miles in the 2025 Opening Year and an annual net reduction of 186 

million miles in the 2045 Horizon Year. 

4.12.5.3 Cumulative Impacts 

Major regional transportation projects within the project area includes the I--15 Interchange 

Reconstruction, the I-15 Pavement Rehab project, and the Project. Other transportation 

projects within the study area include local improvements to provide more efficient auto, 

transit, bicycle, and pedestrian circulation. Implementation of these projects throughout the 

project area could alleviate traffic congestion, improve circulation, and provide new regional 

access routes. 

Construction of the Project, in combination with other past, present, and reasonably 

foreseeable future projects could result in a cumulative transportation impact if cumulative 

projects are located near the project and have construction schedules that overlap that of the 

Project. Temporary impacts, such as road closures and construction-related trips, would impact 

automotive and nonvehicular circulation and access. However, upon completion of 

construction activities, all local transit, regional rail, active transportation, and parking services 

will continue to operate as described under existing conditions. 

Overall, operation of the Project in combination with other cumulative transportation projects 

would improve long-term circulation and accessibility within the project area. Additionally, 

operation of the Project in combination with other cumulative transportation project would 

result in a net reduction of VMT in the project area by diverting intercity trips from road trips to 

other modes of transportation (i.e., rail). This would benefit regional transportation and traffic 

operations within the project area by helping to maintain or potentially improve operation 

conditions of regional roadways. 

4.12.6 Avoidance, Minimization, and Mitigation Measures 

No avoidance, minimization, or mitigation measures will be required to reduce impacts on local 

transit, regional transportation, active transportation, freeway mainline operations, or VMT. 

The following avoidance and mitigation measures will minimize traffic impacts on local 

intersections and parking during project operation. 

4.12.6.1 Local Intersections 

The Project will not result in any significant impacts on the Hesperia and Rancho Cucamonga 

study area intersections under 2025 Opening Year conditions. 

During project design, Brightline West will coordinate with SBCTA, Caltrans, Rancho 

Cucamonga, and Hesperia to incorporate intersection improvements to lessen or avoid impacts 

under the 2045 Horizon Year to the extent feasible, including optimizing signal timing to reflect 

changes in traffic flows in station areas. 

The analysis identified one intersection that will be impacted by the Project, the intersection of 

Milliken Avenue/7th Street. Brightline West will implement both of the following measures to 

eliminate the impact at the intersection: 

OCTOBER 2022 173 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Modify the intersection of Milliken Avenue/Azusa Court (located about 680 feet north of 7th 

Street) to permit left turns into Azusa Court from northbound Milliken Avenue. This will 

require modification of the existing 14-foot-wide, raised median to include an uncontrolled 

permissive left-turn lane, approximately 150 feet long, plus a 90-foot-long transition. A 35 

percent diversion of left turns to Milliken Avenue/Azusa Court from Milliken Avenue/7th 

Street is projected for balanced traffic operations at both ingress intersections. 

▪ Complete a focused engineering study to assess the intersection geometrics and ensure a 

safe ingress to the proposed station via the Milliken Avenue/Azusa Court. 

Project Fair Share Contribution Under 2045 Horizon Year Build Conditions 

The Project will comply with the San Bernardino County CMP policies to make fair-share 

contributions to regional traffic improvements identified in the latest Nexus Study (2018). The 

Project’s fair-share contribution may be offset by the value of improvements that the Project 

will make at locations at which it is only partially responsible for the increased delay. 

4.12.6.2 Local Transit 

The effect on local transit at the Hesperia station could be mitigated by adding a transit stop at 

the Hesperia station to be served by Routes 15 and 25 with minimal effect on the operation of 

these routes and by increasing service on these routes or operating additional routes during 

hours of peak demand. Therefore, Brightline West will coordinate with the VVTA and SBCTA to 

best serve the needs of transit users at the Hesperia station without significantly affecting other 

transit services. Such coordination will include a focus on increasing weekday peak period 

service at the Hesperia station. 

Brightline West will coordinate with SBCTA and Omnitrans to provide sufficient bus service to 

serve Brightline West passengers at the Rancho Cucamonga station on Sundays. 

In addition, Brightline West will coordinate with Omnitrans to monitor load factors and the 

number of Brightline West passengers on Omnitrans buses serving the Rancho Cucamonga 

station. If necessary, Brightline West will coordinate with Omnitrans to provide additional 

Omnitrans service during the applicable time periods. 

4.12.6.3 Regional Rail 

As no regional rail service is proposed at the Hesperia station site, effects on regional rail are 

not anticipated at this location. 

At the Rancho Cucamonga station, the Project will have an impact on passengers utilizing 

regional rail on Sunday, when there is a 5-hour period in the late afternoon/early evening with 

only one train in each direction. Brightline West will coordinate with SBCTA and SCRRA to 

provide additional Metrolink service sufficient to serve Brightline West passengers on Sundays. 

In addition, Brightline West will coordinate with SCRRA to monitor load factors and the number 

of Brightline West passengers on Metrolink trains serving the Rancho Cucamonga station on 

weekdays, Saturdays, and Sundays. If necessary, Brightline West will coordinate with SCRRA to 

provide additional Metrolink service during the applicable time periods. 

OCTOBER 2022 174 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.12.6.4 Parking 

As ridership and parking demand increase, the initial parking supply will not be sufficient to 

satisfy anticipated demand at either the Hesperia or Rancho Cucamonga stations. 

Hesperia Station 

Commencing with the opening of the Project, Brightline West will monitor parking occupancy 

(occupied spaces as a share of total spaces) at the Hesperia station with sufficient detail to 

identify the hour during which the peak occupancy occurs each day and the percentage of 

parking spaces occupied during that hour. Brightline West will implement a parking demand 

management plan that includes one or more of the following elements: 

▪ Providing discounted fares for Brightline West passengers who arrive at the station by bus. 

▪ Directly subsidizing transit operators to provide reduced transit fares for Brightline West 

passengers. 

▪ Directly subsidizing bus transit operators to provide additional transit service to the station 

during the peak arrival and departure times of Brightline West passengers. 

▪ Working with the City of Hesperia to institute a neighborhood parking protection plan for 

existing or future neighborhoods near the station, including parking policies such as a 

residential permit parking program and/or time limits to encourage turnover. 

▪ Constructing additional parking facilities or expanding existing parking facilities. 

▪ Providing commuter service between the Victor Valley station and Rancho Cucamonga to 

provide an additional location to serve passengers from the area. 

If any element of the parking demand management plan requires environmental review, 

Brightline West will implement other elements sufficient to manage the parking demand until 

the environmental review has been completed. 

If, after implementation of the parking demand management plan, additional parking needs are 

still necessary, Brightline West will implement additional parking demand management 

measures from the list above. 

Rancho Cucamonga Station 

Commencing with the opening of the Project and annually thereafter, Brightline West will 

prepare a parking demand management plan that includes that following: 

▪ Monitoring parking occupancy (occupied spaces as a share of total spaces) at the Rancho 

Cucamonga station with sufficient detail to identify the hour during which the peak 

occupancy occurs each day and the percentage of parking spaces occupied by vehicles with 

Metrolink and Brightline West parking permits during that hour. 

▪ Forecasts of parking demand for the next five years. 

▪ Measures that Brightline West will implement to accommodate anticipated parking 

demand, which may include one or more of the following elements: 

▪ Providing discounted fares for Brightline West passengers who arrive at the station by 

rail or bus transit 

OCTOBER 2022 175 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

▪ Directly subsidizing SCRRA or bus transit operators to provide reduced transit fares for 

Brightline West passengers 

▪ Directly subsidizing bus transit operators to provide additional transit service to the 

station during the peak weekday arrival and departure times of Brightline West 

passengers. 

▪ Directly subsiding SCRRA or bus transit operators to provide additional transit service to 

the station on Sunday afternoons, as the lack of Sunday service to return home may 

discourage passengers from using transit to access the station on other days 

▪ Providing off-site parking at existing underutilized parking facilities within 5 miles of the 

station, including a free shuttle for passengers who park at an off-site parking facility, 

and identifying any additional off-site parking facilities that are anticipated to be 

required within the next five years based on ridership forecasts 

▪ Implementing a differential charge for on-site and off-site parking to match the demand 

for each type of parking to the supply. 

▪ Working with the City of Rancho Cucamonga to institute a neighborhood parking 

protection plan for existing or future neighborhoods near the stations, including parking 

polices such as a residential permit parking program and/or time limits to encourage 

turnover 

▪ Expanding existing parking facilities or constructing additional parking facilities on Cityowned property adjacent to the station 

If any element of the parking demand management plan requires environmental review, 

Brightline West will implement other elements sufficient to manage the parking demand until 

the environmental review has been completed. 

If, after implementation of the parking demand management plan, additional parking needs are 

still necessary, Brightline West will implement additional parking demand management 

measures from the list above. 

4.12.6.5 Vehicle Miles Traveled 

The Project will have a beneficial impact (reduction) on VMT. Therefore, no mitigation 

measures are required. 

4.13 Water Quality 

Water resources are vital to society and water quality is important in providing safe drinking 

water and in supporting recreation, transportation and commerce, industry, agriculture, and 

aquatic ecosystems. This section provides an assessment of temporary and permanent impacts 

to water quality from construction, operation, and maintenance activities associated with the 

Project. This includes the Project’s potential to result in nonpoint-source pollution, and water 

quality impacts on stormwater runoff and nearby drainages. 

The following analysis is based on the Water Quality Technical Report prepared by HNTB, which 

is included as Attachment J to this EA. 

OCTOBER 2022 176 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.13.1 Regulatory Setting 

The following Federal and local regulations, policies, and plans were reviewed in considering 

potential impacts to water quality: 

▪ CWA Section 404 Permits for Fill Placement in Waters and Wetlands: Under CWA Section 

404, the USACE and USEPA regulate the discharge of dredged or fill material into WOTUS. 

Project sponsors must obtain a permit from USACE for proposed discharges of dredged or 

fill materials into waters over which USACE has jurisdiction. 

▪ CWA Section 402 National Pollutant Discharge Elimination System (NPDES) Permits for 

Discharge to Surface Waters: Under CWA Section 402, the NPDES program regulates all 

point-source discharges, including but not limited to construction-related runoff discharges 

to surface waters and some post-development discharges. In California, Project Sponsors 

must obtain an NPDES permit from the SWRCB. 

▪ CWA Section 303(d) List of Impaired Waterbodies: CWA Section 303(d) requires each state 

to develop a list of impaired surface waters that do not meet or that the State expects 

would not meet State water quality standards as defined by that section. It also requires 

each state to develop total maximum daily loads (TMDL) of pollutants for impaired 

waterbodies. 

▪ CWA Section 401 Water Quality Certification: Under CWA Section 401, applicants for a 

Federal license or permit to conduct activities that may result in a discharge into WOTUS 

must obtain certification that the discharge would not violate water quality standards, 

including water quality objectives and beneficial uses. The SWRCB issues the Section 401 

certification for the Project. 

▪ Water Quality Control Plan for the Lahontan Region (Lahontan Basin Plan): The Lahontan 

Basin Plan is the basis for the Lahontan Regional Water Quality Control Board's regulatory 

program. It sets forth water quality standards for the surface and ground waters of the 

Lahontan Region, which include both designated beneficial uses of water and the qualitative 

and numerical objectives which must be maintained or attained to protect those uses. 

▪ Santa Ana River Basin Plan: The Santa Ana River Basin Plan includes the water quality 

standards (water quality objectives, beneficial uses, and anti-degradation policy) for the 

Region, regionally important water quality management and improvement initiatives, 

policies, and practices for implementing water quality standards, and implementation plans. 

4.13.2 Study Area 

The study area used to identify water resources and potential effects is the LOD, which includes 

proposed railway and related infrastructure, such as the rail stations and power stations, as 

well as construction areas and temporary staging areas. The study area comprises four 

watersheds: Bell Mountain Wash – Mojave River, Lytle Creek, Middle Santa Ana River, and 

Chino Creek (Caltrans 2022). 

4.13.3 Methodology 

This qualitative analysis considers the potential direct and indirect water quality impacts of the 

Project on the communities within San Bernardino County, and the cities of Victorville, 

OCTOBER 2022 177 
 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Hesperia, Rancho Cucamonga, and Fontana. FRA identified protected waters, essential fish 

habitat, and drinking water resources within the study area using a desktop survey. In addition, 

FRA reviewed available information on water resources from Federal and State regulatory 

agencies, including the EPA, USACE, Caltrans, and the California State Water Resources Control 

Board. FRA then compared the Project’s preliminary design and drainage plans against 

identified water resources to assess potential impacts. The evaluation of the Project’s impacts 

on water quality considered those Project components that could emit pollutants that will 

affect the perennial stream and drainage features identified above, during construction and 

operations. Such structures include bridges, TCAs, and the proposed stations. 

Evaluation and assessment of the jurisdictional determination of drainages in the study area are 

in progress through coordination between FRA and the USACE. If USACE determines these 

waters are jurisdictional, they will be regulated as Waters of the United States, subject to the 

CWA and applicable permitting requirements. 

4.13.4 Affected Environment 

The affected environment includes one perennial stream, the Mojave River, located in the Bell 

Mountain Wash-Mojave watershed and Burkhardt Lake-Mojave River sub-watershed. The 

Mojave River is listed as a CWA Section 303(d) listed water feature, meaning it is characterized 

as an “impaired water.” It is listed for exceedances in dissolved oxygen, fluoride, total dissolved 

solids (TDS), sulfates, manganese, and sodium allowances (SWRCB 2018). In addition, surface 

water within several of the water features that cross the study area tend to be high in TDS, with 

some locations displaying elevated concentrations of boron and nitrates (USGS 2020). 

Additionally, the affected environment includes 48 ephemeral or intermittent drainage 

features. The larger drainage features include Day Channel, East Etiwanda Creek, Lytle Creek 

Wash, Cajon Wash, Oro Grande Wash, Bell Mountain Wash, Cleghorn Creek, Debris Cone Creek, 

and Brush Creek. FRA did not identify any essential fish habitat designated by the National 

Marine Fisheries Service in the affected environment. 

4.13.5 Environmental Consequences 

This section evaluates the potential for temporary and permanent impacts to water quality 

from construction, operation, and maintenance activities associated with the Project. The 

impacts evaluated include the Project’s potential to result in nonpoint-source pollution, and 

water quality impacts on stormwater runoff and nearby drainages. 

4.13.5.1 No Build Alternative 

Under the No Build Alternative construction of an HSR system will not occur. In this scenario, 

temporary or permanent impacts to water quality from construction and operation of an HSR 

system in proximity to waterbodies will not occur. Impacts to water resources will generally 

stay at the current levels, as described in Section 4.13.4. 

4.13.5.2 Construction of Build Alternative 

Construction of the Build Alternative will result in impacts to water quality, from activities 

involving soil disturbance, excavation, cutting/filling, stockpiling, and grading activities could 

OCTOBER 2022 178 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

result in increased erosion and sedimentation of surface waters. Stormwater runoff from TCAs, 

including staging areas and access roads, could contain sediment and other contaminants, such 

as metals, hydrocarbons, and TDS, and could carry contaminants to drainages, groundwater, 

and impaired water bodies. 

Railway 

Construction of the rail alignment will require the construction of bridges, which will involve 

work within the ordinary high-water mark over several drainages, including Bell Mountain 

Wash, Mojave River, Brush Creek, Cleghorn Creek, Debris Cone Creek, Cajon Wash/Creek, and 

Lytle Creek. Because the drainages are typically dry and the climate is arid, the potential for inwater work is relatively low. Construction-related contaminants could be transported to a 

drainage during heavy rain events if a leak or spill were to occur within or near the drainage, 

which could substantially alter water quality depending on the contaminants released. 

No construction work is proposed within Day Creek and East Etiwanda Creek as the proposed 

bridges for the Project will fully span the channels of these features. Additionally, no 

construction work is proposed within Oro Grande Wash since the feature is culverted at the 

proposed Project crossing. 

The potential for impacts to water quality from project construction will be minimized through 

the development and implementation of BMPs and mitigation measures, as discussed in 

Section 4.13.6. 

Hesperia Station and Rancho Cucamonga Station 

Construction of the proposed Hesperia and Rancho Cucamonga stations will not involve 

crossing or excavation of any streams or washes (i.e., ephemeral, intermittent, or perennial 

drainages). 

Station construction would use TCAs, such as staging areas and access roads, and would require 

temporary stockpiles of excavated material and construction materials. A variety of BMPs and 

mitigation measures, as discussed in Section 4.13.6, will be implemented to limit the potential 

for runoff from temporary stockpiles of excavated materials and from TCAs to enter and affect 

nearby drainages. Implementation of these mitigation measures and standard BMPs will further 

avoid or minimize any impacts to water quality. 

4.13.5.3 Operation of Build Alternative 

Railway 

Project trains will increase the amount of the pollutants associated with rail operations. 

Specifically, dust generated by braking will be continuously generated and released by trains. 

Brake dust consists of particulate metals (primarily iron), but may also include copper, silicon, 

calcium, manganese, chromium, and barium. The primary locations where brake dust will be 

generated are areas where the trains must reduce their travel speed, such as approaches to 

stations, turns, and elevation changes (primarily descents). Long stretches of flat terrain with a 

straight rail alignment will generate less brake dust than other areas. 

Brake dust that could be discharged into surface waterbodies is not anticipated to be sufficient 

to substantially alter water quality because the electric trains will use regenerative braking 

OCTOBER 2022 179 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

technology to reduce brake pad wear and the amount of potential metal particles deposited 

within the track right-of-way. 

Operation of the Project will increase the amount of impervious surface and thus the amount of 

stormwater runoff and nonpoint-source pollution in some areas, such as along I-15 where the 

pavement will be widened to place rails in the median. Additionally, within the I-15 median, the 

Project may require the freeway shoulder to be reconstructed to drain away from the median, 

which may increase the amount of runoff generated, thereby altering existing drainage patterns 

and waterbody capacity. Significant increases in runoff could impact water quality in nearby 

drainage features. 

Due to the potential for impacts to water quality and drainage patterns from the Project, a 

variety of BMPs and mitigation measures will be implemented to protect water quality, and to 

limit the potential for alterations to existing drainage patterns which will be designed to meet 

Caltrans requirements (refer to Section 4.13.6). The Project will further minimize water quality 

impacts from brake dust to the maximum extent practicable using best available technology. 

Implementation of the plans and BMPs developed for the Project will minimize operation 

impacts on water quality. 

Hesperia Station and Rancho Cucamonga Station 

The Hesperia station will increase the amount of impervious surface within the study area, 

which will increase the quantity of stormwater runoff. The Rancho Cucamonga station will be 

constructed in an urbanized area that is already highly developed, and will not result in an 

increase in the amount of impervious surface. Stormwater runoff from the Hesperia and 

Rancho Cucamonga station rooftops and paved surfaces will contain pollutants deposited from 

vehicles and maintenance activities which will result in water quality impacts to nearby 

drainage features. 

A variety of BMPs and mitigation measures, as discussed in Section 4.13.6,will be implemented 

to limit the potential for the Project stations to affect water quality from stormwater runoff. 

Implementation of these mitigation measures and standard BMPs will minimize any impacts to 

water quality. 

4.13.5.4 Cumulative Impacts 

Construction and operation of the Project in combination with other past, present, and 

reasonably foreseeable future actions, may affect surface and groundwater resources within 

the regional watersheds and groundwater basins, increase stormwater runoff speed and rates, 

and decrease groundwater recharge. Implementation and development of BMPs will reduce 

cumulative effects on floodplains. The implementation of avoidance and minimization 

measures will minimize or avoid the Project’s contribution to cumulative effects on water 

quality and stormwater runoff. Therefore, construction and operation of the Project, in 

combination with cumulative projects, would not result in a cumulative impact on water 

quality. 

OCTOBER 2022 180 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.13.6 Avoidance, Minimization, and Mitigation Measures 

The following mitigation measures will be applicable to the Project to minimize contamination 

in nearby drainages, stormwater runoff, and nonpoint-source pollution during both 

construction and operation and maintenance activities. 

4.13.6.1 Construction 

Mitigation Measure WQ-1: Construction activities will begin with the installation of erosion 

control BMPs outlined in the Caltrans Construction Site BMPs Manual (Caltrans 2017) by the 

contractor. In the final construction plans, the contractor will specify BMPs for grading and 

erosion control that are necessary to reduce erosion and sedimentation. Those BMPs will be 

selected to achieve maximum sediment removal and represent the best available technology 

that is economically achievable. Standard erosion control measures, such as management, and 

structural and vegetative controls, will be implemented for all construction activities that 

expose soil. A phased approach may be used during the installation of the permanent erosion 

and sediment control measures, which will allow the Project to limit the extent of water quality 

monitoring needed during construction phases. 

Mitigation Measure WQ-2: Brightline West will comply with the statewide National Pollutant 

Discharge Elimination System (NPDES) CGP, which will require the property owner to file a 

Notice of Intent to discharge stormwater and to prepare and implement a SWPPP. 

Implementing the requirements in the NPDES CGP will reduce or eliminate construction-related 

water quality impacts. Brightline West will ensure that construction activities comply with the 

conditions in the CGP, which will require preparation of a SWPPP by the contractor, 

implementation of BMPs identified in the SWPPP, and monitoring to ensure that impacts on 

water quality are minimized. 

Mitigation Measure WQ-3: The SWPPP, as described in Mitigation Measure WQ-2, will be 

implemented by the contractor to reduce the likelihood that stormwater will carry any spilled 

contaminants to water channels. Implementation of the SWPPP along with the following 

mitigation measures will reduce construction-related impacts. 

Mitigation Measure WQ-4: Brightline West will develop a Spill Prevention, Control, and 

Countermeasures (SPCC) plan to prevent accidental releases of chemicals that are stored on 

site and measures to use in the case of a spill. The BMPs described in the SPCC Plan will apply to 

construction activities and operation activities. The contractor will implement appropriate 

hazardous material management practices identified in the SPCC Plan to reduce the potential 

for chemical spills or release of contaminants, including any non-stormwater discharge to 

drainage channels. If a spill occurs, Brightline West will implement cleanup, containment, and 

response measures outlined in the SPCC Plan. Brightline West will immediately notify the 

Caltrans Resident Engineer, Caltrans Construction Stormwater Coordinator, and the California 

Regional Water Quality Control board if a spill occurs. Brightline West will ensure that the 

phone numbers and emergency contact information of the appropriate parties are up to date 

at all times. 

Mitigation Measure WQ-5: During project design, Brightline West will locate TCAs to avoid key 

water features, such as the Mojave River, Cajon Wash, and California Aqueduct, and will avoid 

OCTOBER 2022 181 
 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

other water resources, where possible. Brightline West and the contractor will look to use 

existing paved areas as staging areas, to minimize disturbed soil and groundwater disturbance. 

Mitigation Measure WQ-6: During project construction, the contractor will obtain water from 

existing, commercially available water sources. Brightline West will not develop new 

groundwater wells or surface impoundments without Federal and State approval, as 

appropriate and legally required. 

4.13.6.2 Operation 

Mitigation Measure WQ-7: To protect water quality, the contractor will install permanent 

water quality treatment devices in accordance with the NPDES permit obtained for the Project. 

Examples of water quality BMPs may include vegetated swales, traction sand traps, or settling 

basins to help remove sediments and nutrients. Such BMPs will be sized properly and designed 

by a registered professional engineer and will not allow untreated stormwater runoff to reach 

the Mojave River, the California Aqueduct, or any washes along the alignment. 

Mitigation Measure WQ-8: Where necessary, Brightline West will redesign and resize the 

existing drainage features to accommodate the potential increase in runoff along the rail 

alignment. The rail alignment will connect with and mirror the existing culverts along the I-15 

highway, where possible. 

To determine the adequate size of drainage facilities, the total increase in impervious surface of 

the final design of the facilities will be included in a Rational Method (a way of calculating flow 

intensity) calculation to determine the increase in peak storm discharges resulting from the 

Project. The 100-year, 24-hour storm event will be used to determine the appropriate size of 

drainage facilities needed for the Project. Stormwater treatment will be designed in accordance 

with the Caltrans PPDG. 

4.14 Safety 

This section provides details on system safety and safety risk issues related to construction and 

operation of the Project, including the measures and regulations in place that will be 

implemented to keep employees, passengers and the public safe from HSR-related functions. 

This analysis evaluates construction safety hazards and the potential for the Project to increase 

wildfire risks during construction activities, emergency service provider access, operational 

safety of the trains including safety of the trains operating at high-speed within the highway 

corridor, and the potential for wildfire risks from infrastructure associated with the Project. 

4.14.1 Regulatory Setting 

The following Federal regulations, and State policies and plans were reviewed in considering 

potential impacts to safety: 

4.14.1.1 Federal Railroad Administration – System Safety Program (49 CFR Part 270) 

This regulatory program requires commuter and intercity passenger railroads to develop and 

implement a System Safety Program (SSP) to improve the safety of their operations. An SSP is a 

structured program with proactive processes and procedures, developed and implemented by 

railroad operators to identify and mitigate or eliminate hazards, with the goal of reducing the 

number and rate of railroad accidents, incidents, injuries, and fatalities. 

OCTOBER 2022 182 
 

 

 

 

 

 

 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.14.1.2 Federal Railroad Administration—Passenger Equipment Safety Standards; Standards for 

Alternative Compliance and High-Speed Trainsets (49 CFR Parts 229, 231, 236, and 238) 

In 2018, FRA amended its passenger equipment safety standards using a performance-based 

approach to adopt new and modified requirements governing the construction of conventional 

and high-speed passenger rail equipment. This rule adds a new tier of passenger equipment 

safety standards (Tier III) to facilitate the safe implementation of nationwide, interoperable 

high-speed passenger rail service at speeds up to 220 mph. 

4.14.1.3 National Fire Protection Association Standard 130 

National Fire Protection Association (NFPA) Standard 130, “Safety Standard for Fixed Guideway 

Transit and Passenger Rail Systems,” specifies the latest fire protection and life safety

requirements for underground, surface, and elevated fixed-guideway transit and passenger rail 

systems. 

4.14.1.4 California Public Utilities Commission —General Order No. 164-E Rules and Regulations 

Governing State Safety Oversight of Rail Fixed Guideway Systems and Federal Transit 

Administration Rail Fixed Guideway Systems State Safety Oversight (49 CFR Part 674) 

California Public Utilities Commission (CPUC) General Order 164-E and 49 CFR Part 674 require 

CPUC, as a designated State safety oversight agency, to review each rail transit agency’s system 

safety and security program at a minimum of once every three years. The purpose of these 

triennial reviews is to verify compliance and evaluate the effectiveness of each rail transit 

agency’s System Safety Program Plan (SSPP) and a Security and Emergency Preparedness Plan 

(SEPP) to assess the level of compliance with CPUC General Order 164-E and other CPUC safety 

and security requirements (CPUC 2018). 

4.14.1.5 California Department of Forestry and Fire Protection – Strategic Fire Plan for California 

The Strategic Fire Plan for California (CAL FIRE 2018) provides the State’s roadmap for reducing 

the risk of wildfire. Part of this plan identifies and assesses community assets at risk of wildfire 

damage. CAL FIRE generated a list of California communities at risk for wildfire and created fire 

hazard severity zones (FHSZ). 

4.14.2 Study Area 

The study area is defined as a 0.5-mile buffer around the Project footprint, where impacts from 

construction and operations could affect emergency services and community safety. Where 

appropriate, a broader area is described including the County and State to accurately 

contextualize safety issues. 

4.14.3 Methodology 

Since no HSR system currently operates in the United States, the evaluation of safety and 

security operations impacts is based on (1) international HSR operating experience, and (2) 

existing conditions compared with the design and operations features of the Project. Safety 

issues addressed include future rail system operations, such as train travel (including travel 

within the I-15 highway median), and response by emergency service providers in the case of 

an emergency situation. This qualitative analysis considers the potential direct and indirect 

OCTOBER 2022 183 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

safety impacts of the Project on the communities within San Bernardino County, and the cities 

of Victorville, Hesperia, Rancho Cucamonga, and Fontana. 

For the evaluation of wildfire hazards, FRA reviewed FHSZ maps for State and local 

responsibility areas to determine where wildfire hazards exist throughout the study area. Using 

an overlay of the Project footprint, analysts evaluated the potential for Project construction and 

operation to increase fire risks in these areas. 

4.14.4 Affected Environment 

The affected environment includes the I-15 highway36 and associated roadways, and a variety 

of mixed-use development in Rancho Cucamonga and the High Desert area. The affected 

environment also includes several emergency facilities that provide police, fire, and emergency 

services within the study area. 

The affected environment includes several California Department of Forestry and Fire 

Protection (CAL FIRE) designated Fire Hazard Severity Zones, as depicted in Figure 17 below. 

The northern portion encompasses Federal Responsibility Areas north of Victorville. In addition, 

the affected environment includes the San Bernardino National Forest in the Cajon Pass. Within 

the San Bernardino National Forest, the study area includes both Federal Responsibility Areas 

and Very High SRAs, as depicted in Figure 18. South of the San Bernardino National Forest in the

northern portions of Fontana and Rancho Cucamonga the study area encompasses several 

Local Responsibility Areas (LRAs). South of Victorville and Hesperia through Cajon Pass are 

Moderate and High State Responsibility Areas (SRAs). Figure 19 and Figure 20 depict USFS 

wildfire hazard potential within Federal Responsibility Areas, including within San Bernardino 

National Forest. 

36 As described in Section 2.3.7, Safety, the California Office of Traffic Safety ranks San Bernardino County 16th worst out of 58 counties for 

total fatal and injury automobile crashes in 2018 (the most recent year of data available). According to the University of California, Berkeley, 

and SafeTREC’s Transportation Injury Mapping System, there were 819 collisions with one or more deaths or injuries along I-15 in San 

Bernardino County in 2019. Of these, nearly one quarter (199) occurred in the 12 miles of the Cajon Pass, although the Cajon Pass accounts for 

only 6.5 percent of the length of I-15 in the county. 

OCTOBER 2022 184 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Brightline West 2022, CalFire FRAP 2022, 2019, 2007, National Geographic 2022 

Figure 17. Fire Hazard Severity Zone Locations 

OCTOBER 2022 185 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Brightline West 2022, CalFire FRAP 2022, 2019, 2007, National Geographic 2022 

Figure 18. Fire Hazard Severity Zone Locations – San Bernardino National Forest 

OCTOBER 2022 186 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Brightline West 2022, CalFire FRAP 2022, 2019, 2007, National Geographic 2022 

Figure 19. Federal Wildfire Hazard Potential 

OCTOBER 2022 187 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Brightline West 2022, CalFire FRAP 2022, 2019, 2007, National Geographic 2022 

Figure 20. Federal Wildfire Hazard Potential – San Bernardino National Forest 

OCTOBER 2022 188 
4.14.5 Environmental Consequences 

This section evaluates construction safety hazards, the potential for the Project to increase 

wildfire risks during construction activities, emergency service provider access, operational 

safety of the trains, safety of the trains operating at high-speed within the highway corridor, 

and the potential for wildfire risks from infrastructure associated with the Project. 

4.14.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger HSR system in the median 

of the I-15 highway between Victor Valley and Rancho Cucamonga. The existing I-15 corridor 

will remain operational without improving major points of congestion or transportation 

capacity deficiencies along the highway. Thus, it is anticipated that the No Build Alternative will 

result in a similar continuation of annual injuries and deaths from automobile crashes along this 

transportation corridor. 

4.14.5.2 Construction of the Build Alternative 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Construction Safety 

Construction of the Project will require clearing, grading, excavation, placing fill, stockpiling 

materials, construction of elevated bridges south of Church Street and cross at Foothill 

Boulevard in Rancho Cucamonga, construction of stations, substations, and installation of 

electrical systems. These construction activities will involve heavy equipment on site, 

earthwork, and other major construction activities, including the transportation of overweight 

and oversized materials. Throughout construction, workers and nearby community members 

could be exposed to hazards, which could affect human health or present to safety from 

construction site hazards and accidents, associated with construction site equipment and 

activities. 

Wildfire Risk 

The Project will traverse State FHSZs and Federal very high fire hazard zones throughout rural 

portions of the study area, as depicted in Figure 17 through Figure 20. Project construction 

could temporarily increase fire risks in the FHSZs due to the storage and use of flammable or 

combustible materials, operation of vehicles and heavy machinery, or other factors resulting 

from increased human activity. The type of activities needed to construct the Project are similar 

to other transportation projects within the area and will not introduce unique wildfire hazards. 

In California, approximately 10 to 15 percent of wildfires occur naturally, and 85 to 90 percent 

of wildfires are caused by human activities and negligence (such as unattended campfires, use 

of fireworks, and arson), in contrast to planned construction activities (Frontline Wildfire 

Defense, 2022). Project right-of-way and facility vegetation control programs will conform to 

CAL FIRE guidelines for defensible space to reduce fire hazards. The proposed passenger 

stations and power substation will not be located within FHSZs, and other ancillary features 

including electrical infrastructure will be co-located near existing infrastructure of a similar 

nature and located in disturbed areas where possible, in order to minimize wildfire risks. 

OCTOBER 2022 189 
4.14.5.3 Operation of the Build Alternative 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Emergency Access 

The Project will not require permanent road closures that could disrupt emergency vehicle 

access. As a result, there are no anticipated impacts to emergency service providers 

performance and response and no new or expanded emergency service facilities will be 

required. 

Emergency service providers will have access to the Hesperia and Rancho Cucamonga station 

buildings in the case of an emergency situation. The project alignment will operate within an 

access-controlled right-of-way. Emergency service providers (medical, fire, and police) could 

need to access this right-of-way in the event of an accident or other emergency. The Project will 

require replacement of CHP emergency crossovers in Segment 2 where the new guideway will 

block existing crossovers. Four new crossovers will be placed to take advantage of existing CHP 

access between the separated I-15 alignments in the locations outlined in Section 2.4.3. 

Operational Safety 

Safety-related events from Project operations include train derailment, and collisions with 

other trains traversing the alignment or vehicles traveling along the I-15 highway. Based on 

international HSR system operations, the most hazardous events resulting from HSR accidents 

are derailments. 

As described in Section 2.3.7, planned ETCS signaling systems will be implemented as part of 

the Project design. This Cab Signaling type system includes speed and safety information 

provided to the driver in real-time using in-cab displays and provides for all the major safety 

provisions of the US FRA regulations and international HSR specifications, including: speed 

control for derailment protection, collision avoidance using location-based movement 

authority, continual train tracking using train vacancy provision, and worker protection during 

maintenance. The implementation of effective planning and safety design considerations into 

the Project will minimize impacts on safety from collisions and derailments that could expose 

passengers, employees, motorists along the I-15 highway, and the public to risks of accidents. 

Overall, the safety and reliability of the Project will be achieved by the application of proven 

technical standards commensurate with the desired level of performance. Given its complex 

and high-speed operating environment, a high-speed railway must be developed from the 

beginning as a system, integrating elements to work together in a safe, efficient, and reliable 

manner. As a result, the Project’s technical standards will address and integrate an overall set 

of guiding principles or system requirements consistent with American, European, and Asian 

systems to provide for the safety, security, and reliability aspects of the Project. Design criteria 

will address FRA safety standards, and industry safety standards and requirements. 

Wildfire Risks 

Wildfires can disrupt transportation, communications, power and gas services, and water 

supply, and lead to a deterioration of air quality, and loss of property, crops, resources, animals 

and people. If damaged, electrical facilities associated with the Project could create sparking or 

arcing, which could increase fire risks. The Project will pass through FHSZs with a high risk of 

wildfire as shown Figure 17 and Figure 18. The Hesperia and Rancho Cucamonga stations and 

power substation in Segment 1 will not be located within FHSZs. The proposed location of the 

OCTOBER 2022 190 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

rail alignment and overhead catenary wire system within the existing I-15 median will reduce 

the likelihood that the Project could ignite wildfires, as the electrical infrastructure used to 

power the train sets will be generally isolated from brush or other natural materials by the I-15 

travel lanes. 

Trains will not transport flammable materials that could introduce fire risk, and passengers on 

trains will only pass through and will not occupy FHSZs for an extended period. If there were 

active wildfires across the Project alignment, service between Victor Valley and Rancho 

Cucamonga will be suspended to minimize risks to train passengers. Furthermore, project 

design will include fire warning and suppression systems, such as sprinklers, as well as 

emergency exits and notification systems, consistent with the requirements of the NFPA Safety 

Code and Standard for Fixed Guideway Transit and Passenger Rail Systems and the California 

Building Standards Code. 

4.14.5.4 Cumulative Impacts 

Construction of the Project, along with other cumulative projects, would expand existing public 

transportation options and would require several thousand construction workers per year, 

which could increase the demand for other emergency response services in the Project region 

for the short-term. The Project and other cumulative projects would be required to follow strict 

Cal-OSHA and other safety practices. Although construction and permanent presence of HSR 

infrastructure could exacerbate wildfire hazards, Project facilities would not be located within 

FHSZs, and will be collocated with existing infrastructure of a similar nature and would be 

located in disturbed areas to reduce wildfire risks. Furthermore, the Authority will develop and 

incorporate fire- and life-safety programs into the design and construction of the Build 

Alternative. The Project would therefore neither exacerbate fire risk nor result in temporary or 

ongoing wildfire impacts on the environment. 

The Project would not result in the need for out-of-direction travel or new routes for 

emergency services. The cumulative setting would also likely reduce traffic volumes on I-15 as 

some long-distance travelers would use the Project instead of driving. Further, the Project 

would construct new CHP emergency crossovers along Segment 2, which would be beneficial 

for emergency service response times in those areas. 

Under cumulative conditions, increased population and human presence in FHSZs would 

contribute incrementally to wildfire risks throughout the study area. Similarly, maintenance of 

Project facilities could marginally exacerbate wildfire risks by increasing human activity in 

relatively rural or undeveloped areas. Ancillary facilities would be collocated with existing 

infrastructure of a similar nature and located outside of designated FHSZs to reduce wildfire 

risks. Collocation would ensure that both human use and occupancy of undeveloped, fire-prone 

areas would not substantially increase because of the Project. Furthermore, HSR trains would 

be fully electric and would not carry large quantities of flammable or combustible freight. 

Therefore, construction and operation of the Project, in combination with cumulative projects, 

would not result in a cumulative impact on safety. 

OCTOBER 2022 191 
4.14.6 Avoidance, Minimization, and Mitigation Measures 

4.14.6.1 Construction

Brightline West will implement construction safety requirements during construction, per 

regulatory requirements described in Section 4.14.5.2, including Cal OSHA Construction Safety 

Orders and CPUC General Order No. 176. Adherence to these regulatory requirements will 

minimize construction site hazards and accidents. 

4.14.6.2 Operations 

Brightline West will develop and implement the Project SSP as required under 49 CFR 270, and 

Tier III passenger equipment safety standards required under 49 CFR Parts 229, 231, 236, and 

238. Implementation of the Project SSP will minimize operational safety hazards. 

The Project includes an electrified train system that will conform to current safety standards, 

which include NFPA Standard 130, and will be regularly maintained to prevent loose or live 

electrical wires that could potentially spark wildfires. 

4.15 Geology, Soils, Seismicity, and Paleontological Resources 

Geology, soils, and seismicity often determine the design criteria for passenger rail 

improvements. This section discusses the impacts associated with geology, soils, and seismicity 

associated with construction and operation of the Project, including impacts associated with 

fault rupture, ground shaking, and ground fissures. The following analysis for geology, soils, and 

seismicity is based on the Preliminary Geotechnical Report prepared by HNTB and included as 

Attachment K of this EA. 

Furthermore, paleontological resources are the remains or traces of plants and animals that are 

preserved in earth’s crust that are older than approximately 5,500 years, per the 2010 Society 

of Vertebrate Paleontology (SVP) guidelines (SVP 2010). The analysis for paleontological 

resources is based on the Paleontological Resources Inventory Memo prepared by Dudek and 

included as Attachment L of this EA. 

4.15.1 Regulatory Setting 

 

 

4.15.1.1 The following Federal and State statutes and regulations were reviewed in considering 

impacts associated with geology, soils, and seismicity. Federal 

Materials Act 

The Materials Acts provides for the disposal of mining materials from public lands of the United 

States. Under this Act, some common minerals, such as sand and gravel, are subject to sale. 

4.15.1.2 State 

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Alquist-Priolo Earthquake Fault Zoning Act (California Public Resources Code [Cal. Public Res. 

Code], Sections 2621 et seq.) 

This act provides policies and criteria to assist cities, counties, and State of California agencies in 

the exercise of their responsibilities to prohibit the location of developments and structures for 

human occupancy across the trace of active faults. The act also requires site specific studies by 

OCTOBER 2022 192 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

licensed professionals for some types of proposed construction within delineated earthquake 

fault zones. 

Seismic Hazards Mapping Act (Cal. Public Res. Code, Sections 2690–2699.6) 

This act requires that site-specific hazards investigations be conducted by licensed professionals 

within the zones of required investigation. The licensed professionals will identify and evaluate 

seismic hazards and formulate mitigation measures prior to permitting most developments 

designed for human occupancy. 

Surface Mining and Reclamation Act (Cal. Public Res. Code, Sections 2710 et seq.) 

The Surface Mining and Reclamation Act was enacted to ensure a continual supply of mineral 

resources while minimizing the impacts of surface mining on public health, property, and the 

environment. The act also assigns specific responsibilities to local jurisdictions for permitting 

and oversight of mineral resources extraction activities and establishes policies for the 

reclamation of mined lands. 

The Surface Mining and Reclamation Act also requires the State Geologist to prepare a 

geological inventory of select mineral commodities and assign appropriate mineral resource 

zones (MRZ) as described below: 

▪ MRZ-1—Adequate information indicates that no significant mineral deposits are present or 

likely to be present 

▪ MRZ-2—Adequate information indicates that significant mineral deposits are present or 

likely to be present 

▪ MRZ-3—Significance of mineral deposits cannot be determined from the available data 

▪ MRZ-4—Insufficient data exists to assign any other MRZ classification 

Upon completion of the inventory report, the State Mining and Geology Board may designate 

deposits that are of regional or statewide significance. The purpose of such designations is to 

identify deposits that are potentially available from a land use perspective and are of prime 

importance in meeting future needs of the region. 

California Code of Regulations (CCR) Department of Industrial Relations, Chapter 4 Division of 

Industrial Safety, Subchapter 20, Articles 1-15 

The CCR has specific orders requiring enforcement during construction of tunnels related to the 

safety of workers and protection of the project environment. These orders are related to tunnel 

classifications (i.e., presence of gas), safety precautions, protective equipment, emergency plan 

and precaution, rescue procedures, ventilation and air quality, and ground control (i.e., 

subsidence). 

California Building Standards Code (Cal. Public Res. Code, Title 24) 

The California Building Standards Code governs the design and construction of buildings, 

associated facilities, and equipment. It applies to buildings in California. 

Oil and Gas Conservation (Cal. Public Res. Code, Sections 3000–3473) 

The Division of Oil Gas and Geothermal Resources within the Department of Conservation 

oversees the drilling, operations, maintenance, and plugging and abandonment of oil, natural 

OCTOBER 2022 193 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

gas, and geothermal wells. The division’s regulatory program emphasizes the wise development 

of oil, natural gas, and geothermal resources in the State through sound engineering practices 

that protect the environment, prevent pollution, and ensure public safety. 

California Public Resources Code 

The Cal. Public Resources Code protects paleontological resources in specific contexts. In 

particular, Cal. Public Res. Code Section 5097.5 prohibits “knowing and willful” excavation, 

removal, destruction, injury, and defacement of any paleontological feature on public lands 

without express authorization from the agency with jurisdiction. Violation of this prohibition is 

a misdemeanor and is subject to fine and/or imprisonment (Cal. Public Res. Code Section 

5097.5(c)), and persons convicted of such a violation may be required to provide restitution 

(Cal. Public Res. Code Section 5097.5(d)(1)). Additionally, Cal. Public Res. Code Section 30244 

requires “reasonable mitigation measures” to address impacts on paleontological resources 

identified by the State Historic Preservation Officer. 

California Administrative Code (California Code of Regulations, Title Sections 4307–4309) 

The sections of the California Administrative Code relating to the State Division of Beaches and 

Parks afford protection to geologic features and “paleontological materials,” but also assigns 

the director of the State park system the authority to issue permits for activities that may result 

in damage to such resources, if the activities are for State park purposes and are in the interest 

of the State park system. 

Geologic Hazard Abatement Districts (Cal. Public Res. Code, Division 17, Sections 26500–

26654) 

The Beverly Act of 1979 (Senate Bill 1195) established Geologic Hazard Abatement Districts 

(GHAD) and allowed local residents to collectively mitigate geological hazards that pose a threat 

to their properties. GHADs may be formed for the following purposes: prevention, mitigation, 

abatement, or control of a geologic hazard; and mitigation or abatement of structural hazards 

that are partly or wholly caused by geologic hazards. Cal. Public Res. Code defines a geologic 

hazard as “an actual or threatened landslide, land subsidence, soil erosion, earthquake, fault 

movement, or any other natural or unnatural movement of land or earth.”

4.15.2 Study Area 

The geological study area includes the project footprint for the entire 49-mile corridor between 

Victor Valley and Rancho Cucamonga and the three geomorphic provinces described in Section 

4.15.4 below. 

4.15.3 Methodology 

This qualitative analysis considers the potential direct and indirect geological and soil impacts of 

the Project on the communities within San Bernardino County, and the cities of Victorville, 

Hesperia, Rancho Cucamonga, and Fontana. A Preliminary Geotechnical Report was prepared 

to provide preliminary geotechnical information for the project alignment and to assist the 

structural designers in the preliminary phase of the Project. A site-specific geotechnical 

investigation will be performed for these bridges during the final design phase; therefore, the 

preliminary recommendations require verification when additional site-specific information 

becomes available. 

OCTOBER 2022 194 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

The geotechnical scope of work included: (1) reviewing available geotechnical/geologic 

information including reports, published geologic maps, and seismic hazard reports, (2) 

reviewing as-built plans of nearby existing bridges, (3) reviewing preliminary structure exhibits 

prepared by the structural designers; and (4) assessing the foundation types for the proposed 

bridge structures. 

4.15.4 Affected Environment 

The affected environment includes the three geomorphic provinces depicted in Figure 21.

California's geomorphic provinces are naturally defined geologic regions that display a distinct 

landscape or landform. From the southern terminus in Rancho Cucamonga, the study area 

begins in the northern portion of the Peninsular Ranges Province. The Peninsular Ranges 

Province is composed of aged alluvial fan sediments consisting of unconsolidated to slightly 

consolidated sand with granitic gravel, cobbles, and boulders which becomes more coarsegrained as it approaches the base of the San Gabriel Mountain. Near the juncture of the Sierra 

Madre and San Jacinto faults, the study area transitions to the mountainous terrain of the 

Transverse Ranges Province. The Transverse Ranges Province includes the faulted boundary 

between the Pacific and North American tectonic plates, and the descent into the Mojave 

Desert. Within the Transverse Ranges, the study area includes the San Jacinto, San Andreas, 

and Cleghorn fault zones. Descending from Traverse Ranges Province, the study area transitions 

to the Mojave Desert Province about 12 miles southwest of Victorville from Oak Hill Road to the 

project terminus in Apple Valley. The Mojave Desert Province is characterized by isolated 

mountain ranges, separated by expanses of desert plains, and broad playas. From north to 

south, the study area includes the following active and potentially active faults: the Sierra 

Madre, the San Jacinto, the San Andreas, and the Cleghorn Faults. 

OCTOBER 2022 195 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: Earth Mechanics, Inc. 2020 

Figure 21. Overview of Regional Quaternary Faults 

OCTOBER 2022 196 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.15.5 Environmental Consequences 

Impacts to geology and soils resources include whether the Project would have the potential to 

cause soil-related impacts such as surface fault rupture, liquefaction, settlement, corrosive or 

expansive soils, landslides, or ground fissures. 

4.15.5.1 No Build Alternative 

The No Build Alternative will involve no action to create a passenger high-speed rail (HSR) 

system in the median and immediately alongside the I-15 highway between Victor Valley and 

Rancho Cucamonga. The existing I-15 corridor will remain operational without improving major 

points of congestion or transportation capacity deficiencies along the highway. The No Build 

Alternative will not result in temporary or permanent impacts related to geological resources, 

as no activities or construction will occur near geologic resources. 

4.15.5.2 Construction of Build Alternative 

The Project will include construction of 49 miles of single and double rail track that travels along 

the I-15 highway and crosses existing bridges. The rail alignment will travel parallel to and 

within I-15 freeway corridor and adjacent to the bent supports of the existing bridges. Several 

existing structures will also be replaced as part of the overall Project. 

Pile driving may be required for the construction of some of the proposed bridge structures; 

site specific analysis during final design will be required to determine whether less impactful 

methods may be used. Pile installation conditions for each structure will be highly variable due 

to the different geologic conditions at each bridge site. Difficult pile driving conditions, 

including shallow bedrock, cementation, or the presence of significant oversized materials 

(thick gravel layers, cobbles, or boulders), may exist at some locations. Soil related impacts such 

as surface fault ruptures from liquefaction, settlement, corrosive or expansive soils, or 

landslides are more likely to occur during the operational phase of the Project rather than 

during construction (refer to Section 4.15.5.3 for operational impact discussion). Construction 

of the Project may result in impacts related to ground fissures, but implementation of 

Mitigation Measure GEO-1 will minimize the impacts associated with ground fissures should 

pile drive be required. 

4.15.5.3 Operation of Build Alternative 

The study area Is located in seismically active southern California and is subject to shaking from 

both local and distant earthquakes. Seismic activity could result in impacts related to surface 

fault rupture, ground shaking, and liquefaction. The project alignment spans across a region of 

complex active faults. The project alignment crosses or comes within 1,000 feet of four major 

faults: the Sierra Madre, the San Jacinto, the San Andreas, and the Cleghorn faults. Figure 21 

shows the location of the faults in relation to the Project. 

The San Andreas fault zone is a right-lateral Holocene-active fault and is zoned in accordance 

with the Alquist-Priolo Act. The fault can produce a 7.9 magnitude earthquake. The alignment 

crosses a secondary strand of the fault (the Peters faut) at Kenwood Avenue and the main fault 

at Oakie Flats. A previous Caltrans fault rupture evaluation found that the inferred fault strand 

is more than 15,000 years old and dismissed likelihood of surface rupture at the bridge. Within 

the Peninsular Ranges geomorphic province, the alignment comes within 1,000 feet of the 

OCTOBER 2022 197 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Sierra Madre fault. The alignment does not cross the fault but is located south and oriented 

subparallel to the fault. The alignment crosses the San Jacinto, San Andreas, and Cleghorn faults 

within the Transverse Ranges geomorphic province. The San Jacinto fault zone is a right-lateral 

Holocene-active fault with multiple strands and is zoned in accordance with the Alquist-Priolo 

Act. The fault can produce a 7.7 magnitude earthquake. The width of the fault zone extends 

approximately 2.7 miles and includes the Lytle Creek, San Jacinto, and Glen Helen fault strands. 

Bridges less than 1,000 feet from fault crossings include Sierra Avenue, Lytle Creek, Glen Helen 

Parkway, and Glen Helen Road. The Southern Cleghorn section of the Cleghorn fault crosses the 

alignment at an oblique angle. It is a left-lateral fault and is dated as late Quaternary (less than 

130,000 years old) in age by the USGS, while the Caltrans fault database dates it as Holocene 

active. It is not an Alquist-Priolo-zoned fault. The fault can produce a 6.7 magnitude 

earthquake. Bridges less than 1,000 feet from the fault crossing include Cleghorn Road and 

Brush Creek. 

In accordance with Caltrans Memo To Designers 20-10 (Caltrans, 2013), the track alignment 

does have structures which fall within an Alquist-Priolo Earthquakes Fault Zone or within 1,000 

feet of an unzoned fault that is Holocene or younger in age; therefore, further fault studies will 

be necessary. Though seismic activity from the Sierra Madre, the San Jacinto, and Cleghorn 

faults could result in impacts related to surface fault rupture, ground shaking, and liquefaction, 

avoidance, minimization, and mitigation measures listed in Section 4.15.6 will reduce 

operational impacts related to surface fault rupture. 

4.15.5.4 Cumulative Impacts 

Construction and operation of the Project in combination with other past, present, and 

reasonably foreseeable future actions within the project area would not result in temporary 

and permanent geologic and soils effect because these conditions are site specific. 

4.15.6 Avoidance, Minimization, and Mitigation Measures 

Mitigation measures have been developed to address and reduce geologic and soils related 

impacts. The following measures will be implemented as part of the Project. The contractor will 

implement construction measures while Brightline West will implement operation measures. 

4.15.6.1 Construction 

Mitigation Measure GEO-1: To further evaluate the potential for ground fissures, a qualified 

geologist will conduct surface reconnaissance and prepare an evaluation during the design 

phase of the project. This evaluation will include visual observation of the earth units, 

manmade features and geomorphology, and review of geologic maps to evaluate the surface 

conditions relative to project features. Recommendations of the evaluation will be incorporated 

into final design and construction plans. 

4.15.6.2 Operation 

Mitigation Measure GEO-2: A qualified geologist will perform a site specific, detailed 

evaluation, which includes surface reconnaissance and subsurface assessment. 

Recommendations of this evaluation will be incorporated in final design documents. This 

evaluation will be performed prior to construction so that, in the event a fault-rupture hazard 

exists, the recommendations of the geologist can be implemented in the final project design. 

OCTOBER 2022 198 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Mitigation Measure GEO-3: A qualified geologist will perform a site-specific evaluation of the 

potential ground shaking hazard. The evaluation will be performed during design development 

and prior to construction so that appropriate structural design and mitigation techniques can 

be incorporated into the design of the project. Evaluation techniques will include drilling of 

exploratory borings, laboratory testing of soils, computer software analysis to develop seismic 

design parameters for use by the project structural engineer. Recommendations of this 

evaluation that avoid or minimize impacts related to seismic ground shaking will be 

incorporated into final design documents. Structural elements of the rail system will be 

designed to resist or accommodate appropriate site-specific ground motions and to conform to 

the current seismic design standards. Implementation of an earthquake early warning system 

will also be included as part of the project. 

Mitigation Measure GEO-4: A qualified geotechnical engineer will perform a site-specific 

evaluation of the potential liquefaction hazard during design development and prior to 

construction. This evaluation will assess the liquefaction and dynamic settlement characteristics 

of the on-site soils and will include drilling of exploratory borings, evaluation of groundwater 

depths, and laboratory testing of soils. Recommendations of this evaluation that avoid or 

minimize impacts related to liquefaction will be incorporated into final design documents. 

Mitigation Measure GEO-5: During the design phase of the project, a qualified geologist will 

perform site-specific geotechnical evaluations to assess the settlement potential of the on-site 

natural soils and undocumented fill. Surface reconnaissance and subsurface evaluation will be 

performed which addresses the potential settlement hazards. The evaluations will include 

drilling of exploratory borings and laboratory testing of soils, in addition to surface 

reconnaissance to evaluate site conditions. Recommendations of the geotechnical evaluation 

will be implemented prior to design and construction. 

Mitigation Measure GEO-6: Brightline West will employ a qualified geologist to perform 

subsurface evaluation prior to design and construction. Evaluation of corrosive soil potential 

will be accomplished by testing and analysis of soils at design depths. Laboratory tests will be 

conducted on the soils prior to construction and the results will be reviewed by a qualified 

corrosion engineer. The qualified corrosion engineer will prepare an improvement plan which 

will include corrosion protection measures suitable to the project elements. The improvement 

plan will include corrosivity tests to evaluate the corrosivity of the subsurface soils. 

Recommendations of the improvement plan will be implemented prior to design and 

construction. 

Mitigation Measure GEO-7: During the project design a qualified geologist will perform, a sitespecific subsurface evaluation, including laboratory testing, to evaluate the extent of which 

expansive soils are present along the alignment. Where expansive soil conditions are found and 

will be detrimental to proposed improvements, measures recommended by the geologist will 

be implemented in project design 

Mitigation Measure GEO-8: To further evaluate the potential for landslides and surficial slope 

failures along the proposed segments, a qualified geotechnical engineer will perform a surface 

reconnaissance and subsurface evaluation during project design. Surface reconnaissance will 

include visual observation of the earth units and geomorphology and review of geologic maps 

to evaluate the condition of slopes relative to the alignment. Subsurface exploration will be 

OCTOBER 2022 199 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

performed as recommended by the qualified geotechnical engineer to evaluate the potential 

for landslides and surficial slope failures. If necessary, subsurface evaluation will include the 

excavation and detailed logging of exploratory trenches, test pits and/or borings as 

recommended by the qualified geotechnical engineer. Slope stability computer analyses will be 

performed to address the stability of slopes where recommended by the qualified geotechnical 

engineer. Measures recommended in the evaluation will be implemented prior to project 

design and construction. 

4.16 Environmental Justice 

Environmental Justice (EJ) in terms of transportation projects can be defined as the fair 

treatment and meaningful involvement of all people regardless of race, color, national origin, or 

income, from the early stages of transportation planning and investment decision making 

through construction, operations, and maintenance. The analysis of EJ must address, to the 

extent practicable and permitted by law, the disproportionately high and adverse human health 

or environmental effects of transportation projects’ programs, policies, and activities on 

minority populations and low-income populations. EJ is an important consideration for 

transportation projects because of the potential effects on the quality of life of individuals and 

groups living and working within the study area. 

The following analysis is based on the Environmental Justice Technical Memorandum prepared 

by FRA and included as Attachment M of this EA. 

4.16.1 Regulatory Setting 

As described above, EJ is the fair treatment and meaningful involvement of all people 

regardless of race, color, national origin, or income with respect to the development, 

implementation, and enforcement of environmental laws, regulations, and policies. Fair 

treatment means that no group of people should bear a disproportionate share of the negative 

environmental consequences resulting from industrial, governmental, and commercial 

operations or policies. Meaningful Involvement means that people have an opportunity to 

participate in decisions about activities that may affect their environment and/or health; the 

public’s contribution can influence the regulatory agency’s decision; their concerns will be 

considered in the decision-making process; and the decision makers seek out and facilitate the 

involvement of those potentially affected. 

EO 12898 “Federal Actions to Address Environmental Justice in Minority Populations and LowIncome Populations” directs each Federal agency to “make achieving environmental justice part 

of its mission by identifying and addressing, as appropriate, disproportionately high and 

adverse human health or environmental impacts of its programs, policies, and activities on 

minority populations and low-income populations.” Subsequent orders at the Federal level, 

including USDOT Order 5610.2C, Actions to Address Environmental Justice in Minority 

Populations and Low‐Income Populations, have reinforced the directives outlined in EO 12898. 

CEQ also developed guidelines (CEQ 1997) to assist Federal agencies in incorporating the goals 

of EO 12898 into the NEPA process. 

In January 2021, President Biden issued EO 14008 “Tackling the Climate Crisis at Home and 

Abroad”, a comprehensive Justice Department “environmental justice enforcement strategy” to 

OCTOBER 2022 200 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

provide timely remedies for systemic environmental violations, and stronger enforcement by 

EPA of “environmental violations with disproportionate impact on underserved communities.”

4.16.2 Study Area 

The study area for EJ comprises a 1,000-foot buffer around the permanent project footprint, as 

well as each of the U.S. Census tracts that intersect the buffer area. 

Figure 22 below shows the distribution of minority and low-income populations for Census 

tracts that are part of the study area. The Project study area comprises a total of 24 Census 

tracts. 

4.16.3 Methodology 

This qualitative analysis considers the potential direct and indirect environmental justice 

impacts of the Project on the communities within San Bernardino County, and the cities of 

Victorville, Hesperia, Rancho Cucamonga, and Fontana. This EJ analysis utilizes 2019 American 

Community Survey (ACS) 5-Year Estimates to evaluate Census tracts in the study area and 

determine the presence of EJ populations. 2019 ACS data is the most recent Census data 

available, since complete 2020 data is unavailable due to the impacts of the COVID-19 

pandemic on data collection. The following criteria were used in assessing whether populations 

within the EJ study area qualify as substantial minority and/or low-income populations (i.e., EJ 

populations). 

4.16.3.1 Minority Populations 

For the purposes of this EJ analysis, the term “minority” includes the following racial and ethnic 

groups: Black or African American, American Indian or Alaska Native, Native Hawaiian or other 

Pacific Islander, Asian, and Hispanic or Latino. 

Based on the CEQ guidance for identifying substantial minority populations (CEQ 1997), 

analysts compared the percent minority population of each Census tract in the study area to 

the reference population of San Bernardino County. The minority population of San Bernardino 

County is approximately 71.5 percent (U.S. Census Bureau, 2020). Therefore, Census tracts with 

populations exceeding 71.5 percent minority are identified as minority EJ populations for the 

purposes of this EJ analysis. 

OCTOBER 2022 201 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

4.16.3.2 Low-Income Populations 

The term “low-income” includes households with incomes at or below the poverty threshold 

established by the Department of Health and Human Services poverty guidelines (HHS 2021). 

The criteria for determining poverty level vary with household composition and size and are 

applied nationally, without regard to the local cost of living. For a four-person household with 

two related children in 2019 (the latest year for which corresponding ACS data is available), the 

poverty threshold was $25,926. In 2019, 13.3 percent of households in San Bernardino County 

were below this threshold (U.S. Census Bureau 2020). Therefore, for the purposes of this EJ 

analysis, any Census tract with a poverty percentage greater than 13.3 percent are identified as 

a low-income EJ populations. 

4.16.3.3 Methodology for Identifying Disproportionately High and Adverse Impacts 

USDOT Order 5610.2C defines a “disproportionately high and adverse impact on minority 

and/or low-income populations” as an adverse impact that is predominantly borne by a 

minority population and/or a low-income population, or will be suffered by the minority 

population and/or low-income population and is appreciably more severe or greater in 

magnitude than the adverse impact that will be suffered by the nonminority population and/or 

non-low-income population (USDOT 2021). 

Analysts reviewed and evaluated the following resource topics for their potential to result in 

adverse impacts on nearby communities, including EJ communities, within the study area: 

▪ Air Quality 

▪ Water Quality 

▪ Noise and Vibration 

▪ Floodplains 

▪ Visual Quality 

▪ Land Use and Community Facilities 

▪ Socioeconomic Environment 

▪ Hazardous Materials 

▪ Cultural Resources 

▪ Traffic and Transportation 

If any adverse impacts were identified, then further analysis would have taken place to 

determine (1) whether the impacts would primarily occur in EJ populations based on 

geography, or (2) whether the impacts that would be experienced by EJ populations would be 

appreciably more severe or greater in magnitude than the effects that will be suffered by nonEJ populations. Adverse impacts meeting either of these criteria would have been preliminarily 

concluded to be a disproportionately high and adverse impact toward EJ populations. However, 

no adverse impacts were identified for any of the relevant resource topics. Therefore, no 

further analysis was conducted on the potential to impact low-income and/or minority 

populations. 

OCTOBER 2022 202 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

In preparing this analysis, FRA consulted with Federally-Recognized Tribes, as there are several 

tribal ancestral lands within study area. Tribes expressed concerns that continued development 

in this area has historically impacted the tribal community and that the cultural landscape and 

setting has been uniquely affected by this development. Although these impacts are difficult to 

quantify, FRA qualitatively evaluated impacts to the cultural landscape through an EJ lens to 

determine whether the Project would disproportionately and adversely impact tribal 

communities. 

4.16.4 Affected Environment 

As shown in Figure 22, a total of 11 Census tracts in the study area are EJ communities based on 

minority percentage. The majority of these minority populations are located along Section 2 

and Section 3 of the project alignment through Cajon Pass as well as the Greater Los Angeles 

Area and Rancho Cucamonga. Additionally, a total of 11 Census tracts in the study area are EJ 

populations based on low-income percentage. The majority of these are located along Section 1 

and Section 2 of the alignment through the High Desert area and Cajon Pass. 

For purposes of this analysis, FRA also assumed presence of traditional cultural landscapes 

within the affected environment. 

4.16.5 Environmental Consequences 

This section describes the environmental consequences of the Build Alternatives in topic areas 

relevant to this EJ analysis (see Section 4.16.3, for the list of resource topics evaluated). Refer to 

the following technical memorandums prepared for the Project for further discussion of 

construction and operations impacts, as well as avoidance, minimization, and mitigation 

measures that will be implemented to minimize Project impacts. 

4.16.5.1 No Build Alternative 

The No Build Alternative will not cause disproportionately high and permanent adverse impacts 

on EJ populations because the Project would not be constructed. 

In the No Build Alternative, there will be no HSR connection between Victor Valley, California, 

and Rancho Cucamonga, California. Beneficial effects from the Project on EJ communities and 

non-EJ communities as described below will not occur, including those related to regional air 

quality, socioeconomics (employment and economic benefits), and traffic and transportation 

(freeway operations and VMT). 

4.16.5.2 Construction of the Build Alternati ve

Project construction will have the potential to affect nearby communities within the study area, 

including EJ communities. With the development and implementation of resource-specific 

BMPs and avoidance, minimization, and mitigation measures, there will be no adverse 

construction impacts on nearby communities (refer to Section 6.1.1 of Attachment M for 

further discussion of resource-specific BMPs and avoidance, minimization, and mitigation 

measures). 

During consultation, Federally-Recognized Tribes shared concerns that construction-period dust 

may migrate into Tribal Reservation and fee-owned lands outside of the project study area, due 

to high winds. Dust control plans will be developed to minimize construction-period dust, as 

OCTOBER 2022 203 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

detailed in Section 4.1. The Tribes also expressed concerns about construction-period noise and 

its potential to temporarily disturb the cultural setting of adjacent areas. Construction noise will 

be minimized to the extent possible, and will occur in the larger noise context of the existing 

highway. The Project will be co-located within the existing I-15 highway and will be constructed 

in the Caltrans right-of-way. Though there may be short-term impacts associated with 

construction activities, such as noise and visual intrusions, these impacts would not be adverse. 

In addition, construction of the Project is not anticipated to affect access to areas where 

cultural and religious activities may occur. 

OCTOBER 2022 204 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Source: American Community Survey, 5-year estimates, 2015-2019 

Figure 22. Environmental Justice Study Area 

OCTOBER 2022 205 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Since there will be no adverse construction impacts, construction of the Project will not result 

in any disproportionately high and adverse impacts on EJ populations, including tribal 

communities. 

4.16.5.3 Operation of the Build Alternative 

Project operations will have the potential to affect nearby communities within the study area, 

including EJ communities. With the development and implementation of resource-specific 

BMPs and avoidance, minimization, and mitigation measures, there will be no adverse 

operation impacts on nearby communities. Since there will be no adverse operation impacts, 

operation of the Project will not result in any disproportionately high and adverse impacts on EJ 

populations. 

Operation of the Project is expected to reduce regional emissions of all CAPs and TACs when 

compared to existing and future No Build baselines by providing a zero-emission alternative to 

automobile and air transportation modes. The Project will reduce demand on the I-15 mainline 

by diverting vehicle travel to rail travel and will result in a net reduction in annual VMT within 

the Project limits. Therefore, the Project will have a beneficial effect on both regional air quality 

and freeway mainline operations and VMT for nearby communities, including EJ communities. 

Federally-Recognized Tribes have shared concerns that during Project operation, air quality 

could be affected by increased risk of wildfire. FRA has determined based on the Project type 

and location that the Project will not create or exacerbate existing wildfire risk. The Tribes have 

also expressed interest in the potential off-site emissions from electrical generation needed to 

support the Project. Several Tribes raised similar concerns regarding the cumulative impact of 

adding an additional mode of transportation to the existing corridor, which crosses through 

ancestral lands, and the impacts this may have on access to surrounding areas if/where there 

are existing public lands used for religious or cultural purposes. The Project will maintain 

existing access to surrounding areas where it exists; existing access is primarily by automobile. 

FRA did not identify any long-term risks to human health impact from Project operation that 

may adversely affect EJ populations and tribal communities. 

Noise from Project operations may affect tribal resources in those places where the resource is 

used for ceremonial or other tribal activities and where human occupation could occur. Noise 

from train operations dissipates over distance. At approximately 200 feet, the noise increase 

from train operations will not result in an impact based on FRA noise criteria for non-residential 

land uses. At this distance and beyond, the train noise in relation to existing noise levels is not 

anticipated to cause annoyance. FRA has not identified any tribal resources within 200 feet of 

the rail line. As such, noise from Project operations is not anticipated to adversely affect tribal 

communities using the landscape for cultural or religious activities. 

The Project will bring social benefits to the region by improving access to jobs, reducing travel 

times, and reducing traffic congestion. Combined with anticipated sales tax revenues from 

project spending on operation and maintenance of the Hesperia station and Rancho 

Cucamonga station, the Project will represent an economic benefit for the region. 

4.16.5.4 Cumulative Impacts 

Under the cumulative condition, ongoing urban development is expected to continue within 

the study area. Such planned projects would include residential, commercial, industrial, 

OCTOBER 2022 206 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

recreational, and transportation facilities. Construction of cumulative projects could result in 

temporary and permanent disruptions to minority and/or low-income populations during 

temporary construction activities. If the incremental effects of multiple projects were to 

combine to create disproportionate and adverse effects on low-income populations and 

minority populations in specific communities, this would be considered a cumulative effect on 

EJ populations under NEPA. However, these projects will be distributed throughout San 

Bernardino County, which has 13.3 percent low-income populations and 71.5 percent minority 

populations (EJ populations) (U.S. Census Bureau 2020). Furthermore, a number of these 

projects would create additional, permanent jobs in the area and would set aside land for 

future industrial and commercial development, which could increase the economic 

opportunities available to the EJ populations. 

Development of planned projects would likely include the implementation of various forms of 

mitigation to avoid or minimize temporary and permanent cumulative effects on the population 

as a whole in the study area. Remaining effects would be distributed throughout the region and 

would occur based on the construction timelines of the planned projects under the cumulative 

condition. 

In addition, the Project would result in local and regional benefits to the low-income 

populations and minority populations that constitute a large percentage of the region. These 

benefits would include improvements in mobility within the region, regional air quality 

improvements, and new employment opportunities during construction and operations. 

4.16.6 Avoidance, Minimization, and Mitigation Measures 

The Project will not cause disproportionately high and adverse impacts on EJ populations. 

Therefore, no additional mitigation measures were developed beyond those already described 

for other resources, including Air Quality, Water Quality, Noise and Vibration, Floodplains, 

Visual Quality, Land Use and Community Facilities, Socioeconomic Environment, Hazardous 

Materials, Cultural Resources, and Traffic and Transportation. 

FRA will conduct EJ-specific outreach to affected communities pursuant to EO 12898 as part of 

FRA’s decision-making process prior to release of the final EA, following public review. The 

purpose of these outreach activities will be to inform local community members of the Project 

and its status, and to provide opportunities by which minority and/or low-income communities 

can effectively take part in the planning process for the Project. 

FRA is continuing to consult with the Yuhaaviatam Tribe in their role as a NEPA cooperating 

agency and as a Section 106 consulting party to discuss EJ concerns (refer to Section 4.16.5.2 

and Section 4.16.5.3 above). 

5 Public and Agency Coordination 

5.1 Public Coordination 

Public meetings and outreach efforts have been coordinated with local committees, community 

groups, elected officials, and local government entities to provide details on the Project and to 

discuss impacts to the community. As part of this process, two virtual public meetings will be 

held during public circulation of this EA on Saturday, November 12 and Tuesday November 15. 

OCTOBER 2022 207 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Details regarding these meetings including time and log in information can be found at: 

https://railroads.dot.gov/environment/environmental-reviews/brightline-west-cajon-pass-highspeed-rail-project. 

The public will be informed of the release of this EA via a press release to media outlets, social 

media, and outreach to elected officials and community groups. 

5.2 Agency Coordination 

As identified in the CEQ regulations for the implementation of NEPA (40 CFR Section 1501.6), 

Cooperating Agencies are those Federal government and regulatory agencies with jurisdiction 

by law (e.g., with permitting or land transfer authority) or special expertise with respect to any 

environmental impact or resource involved in an environmental review or alternative study. 

Cooperating Agencies assist in the identification of any issues regarding potential natural, 

social, or economic impacts, and have been invited to provide input on technical analyses and 

the NEPA EA. 

FRA sent letters of invitation on October 22, 2021, to agencies with jurisdictional authority over 

the Project to participate as Cooperating Agencies during the Project’s environmental review 

process. FRA sent letters of invitation on March 11, 2022, to Tribes with special expertise in 

resources of cultural and religious significance that may be within the Project’s study area. The 

following agencies have accepted an invitation to act as Cooperating Agencies for this Project. 

▪ U.S. Army Corps of Engineers, Los Angeles District 

▪ Federal Highway Administration, California Division 

▪ Surface Transportation Board 

▪ California Department of Transportation (Caltrans) 

▪ Yuhaaviatam of San Manuel Nation 

Cooperating Agencies may adopt the NEPA document without recirculation after an 

independent review and once the Cooperating Agency has concluded that its comments and 

suggestions have been satisfied. Cooperating Agency responsibilities may include: 

▪ Providing comments, responses, studies, or methodologies on those areas within the 

agency’s jurisdiction; 

▪ Addressing environmental issues of concern to a particular agency; 

▪ Identifying, as early as practicable, any issues of concern regarding the Project’s potential 

environmental or socioeconomic impacts; 

▪ Participating in coordination meetings, study team meetings, and joint field reviews as 

appropriate and to the extent agency resources allow; and 

▪ Reviewing and commenting on environmental documentation. 

Other agencies and organizations not listed above may be identified through the public 

involvement process. For example, an agency may have information on a particular resource 

within the study area. Meetings with these agencies and organizations may occur to discuss 

OCTOBER 2022 208 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

topical information as necessary. Their role in the Project development process is expected to 

be informational in nature. Responsibilities may include: 

▪ Providing input on environmental issues of concern; and 

▪ Identifying, as early as practicable, any issues of concern regarding the Project’s potential

environmental or socioeconomic impacts. 

FRA hosts monthly Federal/State Interagency Meetings for agencies that have jurisdiction over 

resources specific to the Project. Attendees at the Interagency Meetings include the following: 

▪ Federal Highway Administration, California Division;

▪ Surface Transportation Board; 

▪ U.S. Army Corps of Engineers, Los Angeles District;

▪ California Department of Transportation, District 8; and

▪ U.S. Fish and Wildlife Service.

FRA will continue to hold monthly Interagency Meetings throughout the NEPA process. 

FRA held a cooperating agency kick-off call with the Yuhaaviatam of San Manuel Nation on 

March 26, 2022, and continued coordination with the tribe to obtain and understand natural 

and cultural resources which may be impacted by the Project. 

OCTOBER 2022 209 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

6 References 

6.1 Air Quality and Greenhouse Gas 

40 Code of Federal Regulations Parts 51 and 93. Available at: 

https://www.ecfr.gov/current/title-40/chapter-I/subchapter-C. Accessed: March 2022. 42 

United States Code (U.S.C.) Section 7401 et seq. (1970). 

CalEEMod®. Version 2020.4. Available at: http://www.caleemod.com/. Accessed: March 2022. 

Caltrans and San Bernardino County Transport Authority (SBCTA). 2018. I-15 CORRIDOR 

PROJECT PA/ED. Available at: https://www.gosbcta.com/wp-content/uploads/2019/09/EA08-

0R800_I-15CP-FPR_Volume-I.pdf. Accessed: March 2022. 

Mojave Desert Air Quality Management District (MDAQMD). 1995. Mojave Desert Planning 

Area Federal Particulate Matter (PM10) Attainment Plan. Available at: 

https://www.mdaqmd.ca.gov/home/showpublisheddocument/176/636305689057870000. 

Accessed: March 2022. 

MDAQMD. 2008. MDAQMD Federal 8-hour Ozone Attainment Plan (Western Mojave Desert 

Non-Attainment Area). Available at: 

https://www.mdaqmd.ca.gov/home/showpublisheddocument/168/636305690088330000. 

Accessed: March 2022. 

MDAQMD. 2020. Rule 403 Fugitive Dust Control. Available at: 

https://www.mdaqmd.ca.gov/home/showpublisheddocument?id=8482. Accessed: March 

2022. 

MDAQMD. n.d. Mojave Desert AQMD Attainment Status. Available at: 

https://www.mdaqmd.ca.gov/home/showpublisheddocument/1267/636337468837000000. 

Accessed: March 2022. 

Public Law (PL) 91-064, 1970, Available at: https://www.congress.gov/91/statute/STATUTE84/STATUTE-84-Pg1676.pdf. Accessed: March 2022. 

SCAQMD. 2021. Final 2021 Redesignation Request and Maintenance Plan Available at: 

http://www.aqmd.gov/docs/default-source/2021-PM-2.5-Redesignation-RequestMaintenance-Plan/2-final-pm2-5-redesignation-request-and-maintenance-plan.pdf. Accessed: 

March 2022. 

SCAQMD. 2016. National Ambient Air Quality Standards and California Ambient Air Quality 

Standards Attainment Status for South Coast Air Basin. Available at: 

http://www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-managementplans/naaqs-caaqs-feb2016.pdf, Accessed March 2022. 

6.2 Noise and Vibration 

Federal Highway Administration (FHWA). 2006. FHWA Construction Noise Handbook. Final 

Report FHWA-HEP-06-015. 

OCTOBER 2022 210 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Impact Assessment 

Manual. FTA Report No. 0123. Federal Transit Administration, John A. Volpe National 

Transportation System Center and Cross-Spectrum Acoustics Inc. 

Federal Railroad Administration (FRA). 2012. High-Speed Ground Transportation Noise and 

Vibration Impact Assessment. Final Report DOT/FRA/ORD-12/15. 

Federal Railroad Administration (FRA). 2020. National Environmental Policy Act Reevaluation for 

the DesertXpress Enterprises, LLC Xpresswest High-Speed Train Project, Apple Valley, CA to Las 

Vegas, NV. September 2020. 

6.3 Wetland and Stream Areas 

Caltrans (California Department of Transportation). 2013. Delineation of Jurisdictional Waters 

(Revision #1) City of Victorville, San Bernardino County, California Post Miles 41.9 to 46.0. 

November. 

USACE (U.S. Army Corps of Engineers). 1987. Corps of Engineers Wetlands Delineation Manual. 

Wetlands Research Program Technical Report Y-87-1. Environmental Laboratory. U.S. Army 

Corps of Engineers Waterways Experiment Station, Vicksburg, MS. 

USACE. 2006. Distribution of Ordinary High-Water Mark (OHWM) Indicators and Their Reliability 

in Identifying the Limits of “Waters of the United States” in Arid Southwestern Channels. 

ERDC/CRREL TR-06-5. U.S Army Corps of Engineers, Cold Regions Research and Engineering 

Laboratory, Hanover, NH. 

USACE. 2008a. Regional Supplement to the Corps of Engineers Wetland Delineation Manual: 

Arid West Region (Version 2.0). ERDC/EL TR-08-28. U.S. Army Engineer Research and 

Development Center, Vicksburg, MS. 

USACE. 2008b. A Field Guide to the identification of the OHWM in the Arid West Region of the 

Western United States. ERDC/CRREL TR-08-12. U.S Army Corps of Engineers, Cold Regions 

Research and Engineering Laboratory, Hanover, NH. 

USDA-NRCS. 2021. Web Soil Survey for San Bernardino County, California. 

https://websoilsurvey.sc.egov.usda.gov/App/HomePage.htm. Accessed November 2, 2021. 

USFWS (U.S. Fish and Wildlife Service). 2021. National Wetlands Inventory. U.S. Department of 

the Interior. http://www.fws.gov/wetlands/. Accessed July 26, 2021. 

USGS (U.S. Geological Survey). 2021a. National Hydrography Dataset. U.S. Department of the 

Interior. https://hydro.nationalmap.gov/arcgis/rest/services/nhd/MapServer. Accessed 

October 2021. 

USGS. 2021b. Topographic Maps. U.S. Department of the Interior. https://www.usgs.gov/corescience-systems/national-geospatial-program/topographic-maps 

Western Regional Climate Center. 2012. Period of Record General Climate Summary -

Precipitation. https://wrcc.dri.edu/cgi-bin/cliMAIN.pl?ca3935. Accessed November 1, 2021. 

6.4 Floodplains 

Caltrans. 2019. Highway Design Manual. 

OCTOBER 2022 211 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Executive Order No. 11988, 3 CFR 117 (1977). 

FEMA (Federal Emergency Management Agency). 2020. National Flood Hazard Layer Viewer. 

http://www.fema.gov/national-flood-insurance-program-flood-hazard-mapping/national-floodhazard-layer-nfhl. Accessed July 20, 2020. 

FRA (Federal Railroad Administration). 2011. DesertXpress High-Speed Passenger Train Final 

Environmental Impact Statement and Final Section 4(f) Evaluation. 

6.5 Critical Habitat and Threated and Endangered Species 

California Natural Diversity Database (CNDDB). 2022. State and Federally Listed Endangered, 

Threatened, and Rare Plants of California. California Department of Fish and Wildlife. 

Sacramento, California. Accessed December 2021. https://wildlife.ca.gov/Data/CNDDB. 

US Fish and Wildlife Service (USFWS). 2022. Information, Planning, and Conservation (IPaC) 

Online Planning Tool. Accessed February 2, 2022 https://ecos.fws.gov/ipac/. 

6.6 Energy Resources 

California Energy Commission (CEC). 2019. Transportation Natural Gas in California. Available 

at https://ww2.energy.ca.gov/almanac/transportation_data/cng-lng.html Accessed March 

2022. 

California Energy Commission (CEC). 2018. Transportation Energy Demand Forecast, 2018-2030. 

Available at: https://www.energy.ca.gov/programs-and-topics/topics/energy-assessment. 

Accessed March 2022. 

California Energy Commission (CEC). 2021. Transportation Fuels Trends, Jet Fuel Overview, Fuel 

Market Changes & Potential Refinery Closure Impacts. Available at: 

https://www.baaqmd.gov/~/media/dotgov/files/rules/reg-6-rule-5-particulate-emissions-fromrefinery-fluidized-catalytic-cracking-units/2020-

amendment/documents/20210525_03_fuelspresentation_bods_presentations_050521_revise 

d_op-pdf-pdf.pdf?la=en. Accessed March 2022. 

California Department of Fish and Wildlife (CDFW). 2020. California Wildlife Barriers 2020. 

Available at https://nrm.dfg.ca.gov/FileHandler.ashx?DocumentID=178511&inline.

. 

: .

: Accessed 

October 2022. 

City of Hesperia. 2010. Hesperia General Plan. Available: 

https://www.cityofhesperia.us/DocumentCenter/View/15728/General-Plan-Update-August2019. Accessed March 2022. 

City of Rancho Cucamonga. 2021. Plan RC. Available: https://www.cityofrc.us/GeneralPlan.

Accessed March 2022. 

City of Victorville. 2008. General Plan 2030. Available: 

https://www.victorvilleca.gov/home/showpublisheddocument/1730/636727985816700000.

Accessed: March 2022. 

OCTOBER 2022 212 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Reese, Nick. 2022. San Bernardino County, California Electric Profile. Find Energy. Available at: 

https://findenergy.com/ca/san-bernardino-county-electricity/#san-bernardino. Accessed 

August 2022. 

San Bernardino County. 2016. County of San Bernardino General Plan Renewable Energy and 

Conservation Element. Available at: 

http://www.sbcounty.gov/uploads/LUS/Renewable/RECElementFINALADOPTEDVersion8817W 

EB.pdf. Accessed March 2022. 

United States Department of Energy. 2022. Alternative Fuels Data Center. Available: 

https://afdc.energy.gov/conserve/mass_transit.html. Accessed March 2022.

6.7 Aesthetic and Design Quality 

Bureau of Land Management (BLM). 1984. Manual 8400 – Visual Resource Management. 

U.S. Department of the Interior. April 5, 1984. 

Bureau of Land Management (BLM). 1986a. Manual H-8410-1 – Visual Resource Inventory. 

U.S. Department of the Interior. January 17, 1986. 

Bureau of Land Management (BLM). 1986b. Manual 8431 – Visual Resource Contrast Rating.

U.S. Department of the Interior. January 17, 1986. 

Bureau of Transportation Statistics (BTS). 2018. National Transportation Statistics. Available: 

https://www.bts.gov/product/national-transportation-statistics. Accessed June 2022. 

California Department of Transportation (Caltrans). 2012. Interstate 10 HOV Lane Project 

Environmental Impact Report. February 17, 2012. 

California Department of Transportation and San Bernardino County Transportation Authority 

(Caltrans and SBCTA). 2018. I-15 Corridor Project Initial Study with Mitigated Negative 

Declaration/Environmental Assessment with Finding of No Significant Impact. December 2018. 

Available: https://www.gosbcta.com/project/i-15-corridor/. Accessed June 2022. 

California Office of Traffic Safety (OTS). 2022. Data and Statistics. Available: 

https://www.ots.ca.gov/media-and-research/data-and-statistics/. Accessed June 2022.

Federal Highway Administration (FHWA). 1988. Guidelines for the Visual Impact Assessment of 

Highway Projects. U.S. Department of Transportation. January 1988. 

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

Highway Projects. FHWA-HEP-15-029. U.S. Department of Transportation. January 2015. 

Federal Highway Administration. 2020. Southern California Regional Freight Study. Available: 

https://ops.fhwa.dot.gov/freight/freight_analysis/reg_ind_studies/so_cal_study.htm. Accessed 

June 2022. 

Federal Railroad Administration (FRA). 2020. National Environmental Policy Act Reevaluation for 

the DesertXpress Enterprises, LLC Xpresswest High-Speed Train Project, Apple Valley, CA to Las 

Vegas, NV. U.S. Department of Transportation. September 2020. 

I-15 Mobility Alliance. 2017. I-15 Corridor System Master Plan. March 2017. 

OCTOBER 2022 213 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Southern California Association of Governments (SCAG). 2020a. Connect SoCal - The 2020-2045 

Regional Transportation Plan/Sustainable Communities Strategy. November 24, 2020. 

Available: https://www.connectsocal.org/Pages/Connect-SoCal-Final-Plan.aspx. Accessed June 

2022. 

Southern California Association of Governments (SCAG). 2020c. Connect SoCal – Goods 

Movement Technical Report. September 3, 2020. Available: 

https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal_goodsmovement.pdf. Accessed June 2022. 

Southern California Association of Governments (SCAG). 2020c. Connect SoCal – Passenger Rail 

Technical Report. September 3, 2020. Available: https://scag.ca.gov/sites/main/files/fileattachments/0903fconnectsocal_passenger-rail.pdf?1606001722. Accessed June 2022. 

United States Census Bureau (US Census Bureau). 2020. 2020 Decennial Census of Population 

and Housing. Available: https://www.census.gov/programs-surveys/decennial-census.html. 

Accessed June 2022. 

University of California, Berkeley and Safe Transportation Research and Education Center (UC 

Berkeley and SafeTREC).2022. Transportation Injury Mapping System. Available: 

https://tims.berkeley.edu/. Accessed June 2022. 

6.8 Land Use and Community Facilities 

Bureau of Land Management.2016. The Federal Land Policy and Management Act of 1976 

As Amended.2016. Available: 

https://www.blm.gov/sites/blm.gov/files/AboutUs_LawsandRegs_FLPMA.pdf. Accessed June 

2022. 

City of Hesperia.2010. City of Hesperia General Plan 2010. Available: 

https://www.cityofhesperia.us/DocumentCenter/View/15728/General-Plan-Update-August2019. Accessed May 2022. 

City of Hesperia.2021. Main Street & Freeway Corridor Specific Plan. Available: 

https://www.cityofhesperia.us/DocumentCenter/View/15940/MSFCSP-update. Accessed June 

2022.

City of Rancho Cucamonga.2021. General Plan Update.2021. Available: 

https://www.cityofrc.us/GeneralPlan. Accessed June 2022. 

City of Rancho Cucamonga.2016. RANCHO CUCAMONGA IASP SUB-AREA 18 SPECIFIC 

PLAN.2016. Available: https://www.cityofrc.us/sites/default/files/2020-

10/Empire%20Lakes%20Specific%20Plan%20-%20FINAL.pdf. Accessed June 2022. 

County of San Bernardino.2012. Oak Hill Community Plan. Available: 

https://www.sbcounty.gov/Uploads/lus/Squire/OakHillsCP.pdf. Accessed June 2022. 

6.9 Socioeconomic Environment 

United State Department of Justice Civil Rights Division. Introduction to ADA. Available: 

https://www.ada.gov/ada_intro.htm. Accessed May 2022. 

OCTOBER 2022 214 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Uniform Relocation Assistance and Real Property Acquisition for Federal and Federally-Assisted 

Programs; Fixed Payment for Moving Expenses; Residential Moves. Available: 

https://www.federalregister.gov/documents/2021/07/27/2021-15930/uniform-relocationassistance-and-real-property-acquisition-for-federal-and-federally-assisted. Accessed May 

2022. 

U.S. Census Bureau. 2020. 2019 American Community Survey 5-Year Estimates. September 

2020. 

6.10 Hazardous Materials 

California Office of the State Fire Marshal.2022. Hazardous Materials Management Plan and 

Hazardous Materials Inventory Statement.2022. Available: 

https://osfm.fire.ca.gov/divisions/pipeline-safety-and-cupa/certified-unified-program-agencycupa/hazardous-materials-management-plan-and-hazardous-materials-inventory-statement/. 

Accessed April 2022. 

EDR. 2020. EDR Area/Corridor Report. XpressWest Phase 2 Rancho Cucamonga to Victorville. 

August 14, 2020. 

Occupational Safety and Health Act (OSHA; 29 U.S.C. 15). Available: 

https://www.govinfo.gov/app/details/USCODE-2011-title29/USCODE-2011-title29-

chap15/context. Accessed April 2022. 

United States Environmental Protection Agency. 2021. Cleanups in my Community. 

https://www.epa.gov/cleanups/cleanups-my-community. Accessed November 5, 2021. 

United States Environmental Protection Agency. 2021. Summary of the Resource Conservation 

and Recovery Act.2018. Available: https://www.epa.gov/laws-regulations/summary-resourceconservation-and-recovery-act. Accessed May 2022. 

United States Environmental Protection Agency. 2021. Summary of the Comprehensive 

Environmental Response, Compensation, and Liability Act (Superfund).2018. Available: 

https://www.epa.gov/laws-regulations/summary-comprehensive-environmental-responsecompensation-and-liability-act. Accessed May 2022. 

United States Environmental Protection Agency. 2022. Community Environmental Response 

Facilitation Act.2022. Available: https://www.epa.gov/fedfac/community-environmentalresponse-facilitation-act. Accessed May 2022. 

United States Environmental Protection Agency. 2021. Summary of the Toxic Substances 

Control Act.2021. Available: https://www.epa.gov/laws-regulations/summary-toxic-substancescontrol-act. Accessed April 2022. 

United States Code, 2010 Edition. Division A—Atomic Energy SUBCHAPTER I—GENERAL 

PROVISIONS. Available: https://www.govinfo.gov/content/pkg/USCODE-2010-

title42/html/USCODE-2010-title42-chap23-divsnA.htm. Accessed April 2022. 

United States Environmental Protection Agency. 2021. Summary of the Federal Insecticide, 

Fungicide, and Rodenticide Act.2021. Available: https://www.epa.gov/lawsregulations/summary-federal-insecticide-fungicide-and-rodenticide-act. 

OCTOBER 2022 215 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

United States Environmental Protection Agency. 2022. Select Executive Orders on 

Environmental Compliance Requirements for Federal Facilities. 2021. Available: 

https://www.epa.gov/enforcement/select-executive-orders-environmental-compliancerequirements-federal-facilities#Executive%20Order%2012088%20At%20A%20Glance. Accessed 

April 2022. 

6.11 Cultural Resources 

Advisory Council on Historic Preservation (ACHP). 2011. Native American Traditional Cultural 

Landscapes Action Plan. Available: 

http://www.achp.gov/docs/Native%20American%20Traditional%20Cultural%20Landscapes%20 

Action%20Plan%2011-23-2011.pdf. Accessed October 2022. 

Advisory Council on Historic Preservation (ACHP).2012. Native American Traditional Cultural 

Landscapes: Questions and Answers. Available: 

http://www.achp.gov/docs/Native%20American% 

20Traditional%20Cultural%20Landscapes%20Action%20Plan%2011-23-2011.pdf. Accessed 

October 2022. 

Advisory Council on Historic Preservation. 2016. The National Historic Preservation Act 

As amended through December 16, 2016 and Codified in Title 54 of the United States Code. 

Available: https://www.achp.gov/sites/default/files/2018-06/nhpa.pdf. Accessed June 

2022.National Park Service.1977. A Guideline For Local Surveys: A Basis For Preservation 

Planning, National Register Bulletin 24 (first published in 1977, revised 1985), U.S. Department 

of the Interior, National Park Service, Interagency Resources Division, Washington, D.C. 

National Park Service. 1992. Guidelines for Evaluating and Documenting Traditional Cultural 

Properties. National Register Bulletin 38. U.S. Department of the Interior, National Park Service, 

Interagency Resources Division, Washington D.C. 

National Register of Historic Places Part 60.1981. Available: 

https://www.govinfo.gov/content/pkg/CFR-2012-title36-vol1/pdf/CFR-2012-title36-vol1-

part60.pdf. Accessed June 2022. 

6.12 Transportation 

Caltrans. 2018. 2018 California State Rail Plan, Connecting California. Prepared for California 

Department of Transportation by AECOM, Oakland, California. September. Available: 

https://dot.ca.gov/programs/rail-and-mass-transportation/california-state-rail-plan. 

SBCTA. 2020. West Valley Connector Final Environmental Impact Report/Finding of No 

Significant Impact. March. Available: https://www.gosbcta.com/wpcontent/uploads/2020/04/20200413_RPT_WVC_FED_March_2020_Part1_Body_Final.pdf. 

SBCTA. 2021. Redlands Passenger Rail Project (Arrow) fact sheet. December. Available: 

https://www.gosbcta.com/wp-content/uploads/2021/12/RPRP-fact-sheet-120221.pdf. 

SBCTA and SCAG (San Bernardino County Transportation Authority and Southern California 

Association of Governments). 2015. Advanced Regional Rail Integrated Vision – East (ARRIVE 

Corridor). September 11. Available: www.gosbcta.com/ARRIVE_Final-Report. 

OCTOBER 2022 216 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

SCRRA. 2022b. Metrolink’s SCORE Program. Available: https://metrolinktrains.com/score. 

6.13 Water Quality 

Caltrans. 2022. Caltrans Water Quality Planning Tool. 

http://svctenvims.dot.ca.gov/wqpt/wqpt.aspx. Accessed January 21, 2022. 

Lahontan RWQCB. 2019. Water Quality Control Plan for the Lahontan Region North and South 

Basins. October 29. 

SWRCB (State Water Resources Control Board). 2018. Final Staff Report of the 2018 California 

Integrated Report Clean Water Act Sections 303(d) and 305(b). Accessed November 18, 2021. 

SWRCB (State Water Resources Control Board). 2022. Santa Ana River Basin Plan. 

https://www.waterboards.ca.gov/santaana/water_issues/programs/basin_plan/. Accessed: 

October 6, 2022. 

USGS. 2020. National Water Information System: Web Interface, USGS Groundwater Data for 

California. https://waterdata.usgs.gov/ca/nwis/gw/. Accessed August 21, 2020.

6.14 Safety 

Frontline Wildfire Defense. 2022. California Wildfires History & Statistics. Available: 

https://www.frontlinewildfire.com/wildfire-news-and-resources/california-wildfires-historystatistics/. Accessed August 2022. 

Office of the State Fire Marshal. 2018. California Department of Forestry and Fire Protection –

Strategic Fire Plan for California. 

Public Utilities Commission of the State of California.2018. General Order 164-E 

(Supersedes General Order 164-D). 2018. Available: 

https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M213/K913/213913509.pdf. 

Accessed June 2022. 

6.15 Geology and Soils 

American Association of State Highway and Transportation Officials (AASHTO). 2018. AASHTO 

LRFD Bridge Design Specification, 8th Edition, Washington, DC: AASHTO. 

Burnett, J.L., and Hart, E.W. 1994. Holocene faulting on the Cucamonga, San Jacinto and related 

faults, San Bernardino County, California: California Division of Mines and Geology Fault 

Evaluation Report FER-240, 20 p., in Fault Evaluation Reports Prepared Under the Alquist-Priolo 

Earthquake Fault Zoning Act, Region 2 – Southern California: California Geological Survey CGS 

CD 2002-02 (2002). 

California Department of Transportation (Caltrans). 2019a. ARS Online Web Tool 

V2.3.09,http://dap3.dot.ca.gov/ARS_Online/. April 2019. 

__, 2019b, Caltrans Seismic Design Criteria, Version 2.0, April. 

__, 2018a, Corrosion Guidelines, Version 3.0: Division of Engineering Services, Materials 

Engineering and Testing Services, Corrosion Branch, March. 

OCTOBER 2022 217 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

__, 2018b, Foundation Reports for Bridges, August. 

__, 2018c, Standard Specifications. 

Crook, R., Jr., Allen, C.R., Kamb, B., Payne, C.M., and Proctor, R.J. 1987. Quaternary geology and 

seismic hazard of the Sierra Madre and associated faults, western San Gabriel Mountains, in 

Recent reverse faulting in the Transverse Ranges, California: U.S. Geological Survey Professional 

Paper 1339, p. 27–63, scale 1:24,000. 

Dibblee, T.W., Jr. 1975. Late Quaternary uplift of the San Bernardino Mountains on the San 

Andreas fault in southern California: California Division of Mines and Geology Special Report 

118, p. 127-135. 

Meisling, K.E. 1984. Neotectonics of the North Frontal fault system of the San Bernardino 

Mountains, southern California, Cajon Pass to Lucerne Valley: Pasadena, California Institute of 

Technology, unpublished Ph.D. dissertation, 394 p., 2 pls., scale 1:24,000. 

Meisling, K.E., and Weldon, R.J. 1989. Late Cenozoic tectonics of the northwestern San 

Bernardino Mountains, southern California: Geological Society of America Bulletin, v. 101, p.

106-128. 

Mezger, L.L., and Weldon, R.J. 1983. Tectonic implications of the Quaternary history of lower 

Lytle Creek, southeast San Gabriel Mountains: Geological Society of America Abstracts with 

Programs, v. 15, no. 5, p. 418. 

SVP (Society of Vertebrate Paleontology). 2010. Standard Procedures for the Assessment and 

Mitigation of Adverse Impacts to Paleontological Resources. https://vertpaleo.org/wpcontent/uploads/2021/01/SVP_Impact_Mitigation_Guidelines-1.pdf. 

Wallace, R.E. 1990. General features, in Wallace, R.E., ed., The San Andreas fault system: U.S. 

Geological Survey Professional Paper 1515, p. 3-12. 

Weldon, R.J., II, and Sieh, K.E. 1985. Holocene rate of slip and tentative recurrence interval for 

large earthquakes on the San Andreas fault, Cajon Pass, southern California: Geological Society 

of America Bulletin, v. 96, no. 6, p. 793-812. 

Wells. D.L., and Coppersmith. K.J. 1994. “New empirical relationships among magnitude, 

rupture length, rupture width, and surface displacements”, Bulletin of the Seismological Society 

of America, v. 84. p. 974-1002. 

6.16 Environmental Justice 

California Department of Transportation (Caltrans). 2012. Interstate 10 HOV Lane Project 

Environmental Impact Report. February 17, 2012. 

Caltrans. 2017. Construction Site Best Management Practices (BMP) Manual. 

https://dot.ca.gov/-/media/dot-media/programs/construction/documents/environmentalcompliance/csbmp-may-2017-final.pdf. Accessed December 3, 2021. 

Council on Environmental Quality (CEQ). 1997. Considering Cumulative Effects Under the 

National Environmental Policy Act. January 1997. 

Department of Health and Human Services (HHS). 2021. 2021 Poverty Guidelines. 

OCTOBER 2022 218 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL 

ENVIRONMENTAL ASSESSMENT 

Federal Railroad Administration (FRA). 2011. DesertXpress High-Speed Passenger Train Final 

Environmental Impact Statement and 4(f) Evaluation. March 8, 2011. 

Federal Railroad Administration (FRA). 2020. National Environmental Policy Act Reevaluation for 

the DesertXpress Enterprises, LLC Xpresswest High-Speed Train Project, Apple Valley, CA to Las 

Vegas, NV. September 2020. 

I-15 Mobility Alliance. 2017. I-15 Corridor System Master Plan. March 2017. 

Southern California Regional Rail Authority (SCRRA). 2022b. Metrolink’s SCORE Program. 

Available: https://metrolinktrains.com/score. 

U.S. Census Bureau. 2020. 2019 American Community Survey 5-Year Estimates. September 

2020. 

U.S. Department of Transportation (USDOT). 2021. DOT 5610.2C: U.S. Department of 

Transportation Action to Address Environmental Justice in Minority Populations and LowIncome Populations. May 2021. 

OCTOBER 2022 219