WETLANDS AND STREAMS TECHNICAL

REPORT

Brightline West Cajon Pass High-Speed Rail Project

August 2022 

Prepared for 

Federal Railroad Administration 

Prepared by 

HNTB

BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 i

Contents

Abbreviations and Acronyms....................................................................................................... iii

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

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

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

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

2.3. Purpose of and Need for the Project ............................................................................. 2

2.3.1. Purpose ................................................................................................................. 2

2.3.2. Need...................................................................................................................... 3

2.4. Project Elements............................................................................................................ 8

2.4.1. Build Alternative.................................................................................................... 8

2.5. Construction ................................................................................................................ 11

3. Methodology......................................................................................................................... 13

3.1. Relevant Regulations, Plans, and Policies.................................................................... 13

3.2. Study Area ................................................................................................................... 13

3.3. Methods Used ............................................................................................................. 13

4. Affected Environment........................................................................................................... 15

4.1. Mojave River................................................................................................................ 15

4.2. Other Drainages........................................................................................................... 15

4.3. Mojave River Wetland ................................................................................................. 16

5. Environmental Consequences and Mitigation....................................................................... 18

5.1. Proposed Action .......................................................................................................... 18

5.1.1. Construction Effects ............................................................................................ 18

5.1.2. Operation Effects................................................................................................. 19

5.1.3. Cumulative Effects............................................................................................... 20

5.2. Avoidance, Minimization and Mitigation Measures .................................................... 21

5.2.1. Design.................................................................................................................. 21

5.2.2. Best Management Practices................................................................................ 21

5.2.3. Mitigation Measures ........................................................................................... 23

6. References ............................................................................................................................ 24
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

ii WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

Figures

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

Figure 2. Proposed Drainage Crossing Map................................................................................................17

Tables

Table 1. Estimated Temporary Ground Disturbance Below OWHM ..........................................................19

Table 2. Estimated Permanent Fill Below OHWM ......................................................................................20
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 iii

Abbreviations and Acronyms

ARRIVE Advanced Regional Rail Integrated Vision

BMP best management practice

Caltrans California Department of Transportation

CFR Code of Federal Regulations

CGP State Construction General Permit

CHP California Highway Patrol

FEIR Final Environmental Impact Report

FHWA Federal Highway Administration

GHG greenhouse gas emissions 

GIS geographic information system

GPS global positioning systems

HOV high-occupancy vehicle

HSR high-speed rail

I- Interstate

LOS level of service

mph miles per hour

MOU memorandum of understanding

NHD National Hydrography Dataset

NWI National Wetland Inventory

OHWM ordinary high-water mark

OTS Office of Traffic Safety

PR Project Report

RTP/SCS Regional Transportation Plan/ Sustainable Communities Strategy

SBCTA San Bernardino County Transportation Authority

SCAG Southern California Association of Government

SCRRA Southern California Regional Rail Authority

SPCC Spill, Prevention, Control, and Countermeasure

SR- State Route

SWPPP Stormwater Pollution Prevention Plan

TCA temporary construction areas

TESC Temporary Erosion and Sediment Control

TWPC Temporary Water Pollution Control
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

iv WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

USACE U.S. Army Corps of Engineers

U.S.C. United States Code

USDA NRCS U.S. Department of Agriculture Natural Resources Conservation Service

USDOT U.S. Department of Transportation

USGS U.S. Geological Survey

VMT vehicle miles traveled

WOTUS waters of the United States
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 1

1. Introduction

DesertXpress Enterprises, LLC (dba “Brightline West”) proposes to construct and operate the 

Cajon Pass High-Speed Rail Project (Project), a 49-mile train system capable of speeds up to 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 would be constructed as part of a separate project that was 

evaluated in the DesertXpress Final Environmental Impact Statement (Final EIS; FRA 2011).

The Project would be constructed within the Interstate 15 (I-15) right-of-way (ROW) for 48 

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

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

require construction of one new traction power substation (TPSS) in the Hesperia area. The 

maintenance facility that was evaluated with the Brightline West Victor Valley High-Speed Rail 

Passenger Project will provide the primary maintenance functions, although 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. 

The Project would be constructed and operated 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. For 

the last mile of the project from I-15 to the Rancho Cucamonga Station, there will be 

Agreements with the City of Rancho Cucamonga and the San Bernardino County Transportation 

Authority (SBCTA) for land rights, construction, operations and maintenance. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

2 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

2. Project Description

2.1. Background

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

2020, with Brightline West meeting with the San Bernardino County Transportation Authority 

(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 building HSR within the I-15 rightof-way between Victor Valley and Rancho Cucamonga. A separate MOU was executed in 

September 2020 between Brightline West and the Southern California Regional Rail Authority, 

which operates Metrolink, for connection to the existing Metrolink station in Rancho 

Cucamonga. Additionally, the California State Transportation Agency (CalSTA), Caltrans, the 

California High-Speed Rail Authority, and Brightline West have executed an MOU regarding the 

Project. The MOU reflects both the regional and statewide interest and value in the Project, 

including interconnectivity opportunities, and outlines how the parties will work together to 

advance their shared interest in the success of the Project. 

2.2. Project Area

The Project would construct and operate a 49-mile train system capable of speeds up to 140 

mph between Victor Valley, California, and Rancho Cucamonga, California (Project). The Project 

includes two new railway stations: one in Hesperia, and one in Rancho Cucamonga. The 

proposed rail alignment would be located within the median of the I-15 freeway between 

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

Rancho Cucamonga station. The Project area is depicted in Figure 1. 

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 

would provide a convenient, efficient, and environmentally sustainable alternative to 

automobile travel on the highly congested I-15 freeway. The Project would add capacity to the 

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

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

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

Cucamonga for Project users, would be approximately 30 percent faster during normal 

conditions and at least twice as fast during congestion peak periods. The Project would reduce 

automobile vehicle miles traveled (VMT) resulting in a corresponding reduction in greenhouse 

gas emissions (GHG) and air quality emissions. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 3

2.3.1.1. Multi-Modal Use of the I-15 Corridor

Operation of the Project would significantly increase the capacity of I-15 as a multi-modal 

corridor in Southern California. This increase in capacity would benefit freeway operations by 

providing an alternative to automobile travel that would reduce travel time. This shift of people 

from automobile to train travel along the I-15 corridor would reduce the need for programmed 

and/or planned freeway improvement and widening projects. 

2.3.2. Need 

The Project is needed to address transportation capacity deficiencies, major points of 

congestion, limited travel mode choices, safety deficiencies, and reduce GHG emissions. 

Travel demand analysis completed on behalf of the Project in 2020 forecasts 49.1 million oneway 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 Cajon Pass segment of the 

I-15, which is capacity constrained. Further, the freeway system leading into the I-15 from 

points west, east, and south, including the Interstate 10 (I-10), State Route 210 (SR-210), 

Interstate 215 (I-215) and State Route 60 (SR-60) have similar delays and capacity constraints. 

This Project would address this demand, by providing a transportation alternative to vehicle 

travel, and it would allow access to the Brightline West service from the Greater Los Angeles 

and the Riverside-San Bernardino-Ontario Metropolitan areas as well as points beyond with a 

connection to the Metrolink system in Rancho Cucamonga. 

The Project would also support Federal and state policies focused on climate change and the 

need to reduce VMT and associated GHG emissions. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

4 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

Figure 1. Project Area and Vicinity Map
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 5

2.3.2.1. Capacity Constraints 

I-15 through the Cajon Pass is one of the most congested segments of I-15, with no alternative 

routes that provide comparable direct road travel capability because of the mountainous 

topography. Through the Cajon Pass, I-15 supports daily workforce commuters, recreational 

travel, and regional and interstate freight and goods movement. 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 

caused by roadway capacity constraints, frequent accidents, and various factors that cause 

unanticipated congestion. Travelers using the Project would no longer need to drive through 

the most congested parts of the corridor in the 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 Apple Valley in the AM peak period, and travel speeds on most 

segments will also decrease—some by more than 10 mph—in the PM 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 in the range of 31 to 38 

percent from 2014 to 2045. The report states the existing level of service (LOS) is acceptable in 

most locations but that there are bottlenecks in each direction of travel that degrade traffic 

operation, especially between Baseline Road and SR-210. Because 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 

would improve conditions in the general-purpose lanes in many segments, it would cause the 

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

In the AM peak hour, the segment between Arrow Route and Fourth Street would 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 

U.S. Department of Transportation’s (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 the Cajon Pass as a truck bottleneck, with over 15,000 annual vehicle hours of 

delay. 

As documented above, given the attractiveness of the Origins and Destinations, the 

transportation capacity constraints on I-15 as described in current and predicted average daily 

traffic (ADT) and LOS limit reasonable highway access between Rancho Cucamonga, Hesperia, 

and Victor Valley. 

2.3.2.2. Travel Demand

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

Bernardino County will result in greater demand for transportation facilities and services, 

including increased travel demand that will result in congestion on roadways if capacity does 

not keep up with the demand. The stations in the High Desert, proposed by the Project, would
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

6 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

provide convenient connections between High Desert communities and the more urbanized 

San Bernardino Valley and Metropolitan Los Angeles. The High Desert provides lower cost 

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

around Ontario International Airport has become a significant employment center. 

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

Strategy (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 

2,180,085, and that the number of households will grow to 875,000, a 39 percent increase over 

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 to 1,064,000 by 

2045, a 72 percent increase from the U.S. Census Bureau’s estimate of 617,828 in 2018. 

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

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

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

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

Downtown Los Angeles, would provide more direct access to the densely populated centers in 

Southern California for both drivers and Metrolink riders; 87 percent of the potential market for 

trips between Las Vegas and Southern California (equivalent to 42.7 million of the one-way inscope trips in 2025) live within 75 miles of the Rancho Cucamonga station location. The Rancho 

Cucamonga station would also provide a connection to the “Tunnel to ONT” project, facilitating 

access to ONT for air travelers traveling to and from the High Desert. 

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 would be at the 

convergence of US-395 and I-15, so it would serve commuters to Greater Los Angeles from the 

major corridors in the Victor Valley. 

The Project also supports 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 would facilitate transit connections and allow residents of the 

Greater Los Angeles and the 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 BLW station at Victor Valley for a connection to Las Vegas. Southern 

California residents could take the Los Angeles Metro rail, regional bus systems, Amtrak, or 

Metrolink to Los Angeles Union Station to connect via the Metrolink San Bernardino Line to the 

Rancho Cucamonga station. 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 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 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 7

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

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

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

densities and intensities will encourage the formation of areas that are walkable and that 

provide mobility options in the region. The Project would further the goals of the ARRIVE 

Corridor plan, 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 on the San 

Gabriel Subdivision which serves 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 near the Project’s 

proposed station in Hesperia. 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 as a major 

interstate highway corridor that provides access to the interior of the United States, for goods 

arriving at the ports of the Los Angeles region and ranks it among the highest truck volume 

corridors in the Western United States. Caltrans’ 2015 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 maintain freeway capacity for truck freight use by removing 

passenger vehicles from the roadway network. 

2.3.2.3. Safety

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

with diversion of vehicle trips to HSR. On a national level, comparing miles traveled via 

commercial aircraft, train, and automobiles on highways, auto travel on highways has by far the 

highest rate of passenger fatalities per mile traveled. 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 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. High-speed rail is one of the safest forms of travel. 

The California Office of Traffic Safety ranks San Bernardino County 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
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

8 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

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. 

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. By connecting the Victor Valley to Rancho Cucamonga, the

Project will allow more travelers to stay off segments of I-15. 

2.4. Project Elements

2.4.1. Build Alternative

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

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

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

Rancho Cucamonga, approximately 1 mile of the rail alignment would be in city street, railroad, 

or utility rights-of-way. 

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

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

Cucamonga station. The rail alignment would be predominately 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 4 BNSF and 3 UP railroad crossings) and to provide a 

safe incline for train operation. The rail alignment would be predominantly single-track, with 

limited double-track segments in Victor Valley (2.6 miles, including 0.9 miles constructed as part 

of the DesertXpress High-Speed Passenger Train Project), Hesperia (5.5 miles), and Rancho 

Cucamonga (2 miles). This would allow for 45-minute headways in the opening year between 

Victor Valley and Rancho Cucamonga and with additional infrastructure, 22.5-minute headways 

after year 11. These headways, along with the ability to couple trains (double passenger 

capacity), would address projected ridership needs for the foreseeable future. 

For analytical purposes, the Build Alternative is described in three 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 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 9

2.4.1.1. Section 1 – High Desert 

The proposed rail alignment would connect to the DesertXpress High Speed Train alignment 

approximately one mile south of the Victor Valley station in Apple Valley. The Victor Valley 

station was proposed by the DesertXpress High Speed Train Project (DesertXpress Project) and 

approved in 2011 and modified by the re-evaluation in 2020. From this point, the alignment 

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

predominantly single track; however, the rail alignment would 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 would include a new structure over the 

existing CEMEX railroad bridge. Based on future discussion with CEMEX, the existing railroad 

bridge may be reconstructed as part of the DesertXpress project, in which case the alignment 

would run at-grade in the median under the railroad bridge. 

Brightline West will build a new Southbound on ramp and bridge at South Stoddard Wells Road 

to replace similar existing facilities further south.1 This in-turn requires 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 would be widened to accommodate the rail line. The alignment would then 

continue at grade in the I-15 median with minor roadway widenings for the remainder of 

Segment 1. This portion of the alignment would 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 substation would be constructed to support the Project along I-15, between Mesa Street 

and Mojave Street. The area is currently largely 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 would serve daily travelers between the High Desert of San Bernardino County and 

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

northbound PM weekday on selected Brightline train coaches. The northbound on-ramp to 

Joshua Street would be realigned closer to the freeway, and station parking would be on the 

north side of Joshua Street. Parking would 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 would be replaced. The Joshua 

Street bridge would be reconstructed at a higher elevation, requiring the raising of the I-15

ramps and Mariposa Road. The passenger platform would be located within the I-15 median, 

with direct access from the reconstructed Joshua Street bridge at the southern end of the 

1 These improvements would be consistent with Caltrans’ planned Interstate 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. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

10 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

double-track segment in Hesperia. The Project design includes adequate parking areas to 

accommodate parking demand. 

Design Elements 

Segment 1 of the Project includes the following design elements. 

• Reconstructions/Interchange Modifications: Widening portions of the I-15 freeway 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/Nisqualli Road, Bear Valley Road, Main Street/Phelan Road, US 395, Ranchero 

Road, Oak Hill Road, and Joshua Street 

• New Substation: Construction of a new 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.

2.4.1.2. Section 2 – Cajon Pass 

Beginning at the Oak Hill Road interchange traveling south, the alignment would 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 the 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 would require 

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

would block existing crossovers. Four New crossovers would 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) OHV 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 would remain at grade throughout Segment 2.

Where I-15 northbound and southbound lanes reconnect at the foot of the Cajon Pass, the rail 

alignment would be within the I-15 median. This would require widening portions of the I-15 

freeway and minor realignment of ramps at the I-15/SR-138 interchange. 

Design Elements 

Segment 2 of the Project includes the following design elements.

• Bridges/Viaducts: None
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 11

• Reconstructions/Interchange Modifications: Widening portions of the I-15 freeway 

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

interchange 

• Other facilities: CHP emergency crossovers

2.4.1.3. Section 3 – Greater Los Angeles

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

require I-15 freeway and interchange ramp modifications at SR-210, Beech Avenue, Duncan 

Canyon Road, Sierra Avenue, and Glen Helen Parkway. 

The rail alignment would transition to an aerial alignment and elevate over the I-15 southbound 

lanes south of Church Street and cross at Foothill Boulevard. It would continue along the west 

side of the I-15 freeway on an elevated alignment to enter the San Gabriel Subdivision and 

Eighth Street corridor. The alignment would transition onto an aerial structure and would 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 would maintain a single-track configuration 

prior to exiting the freeway median south of Church Street, where it would 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 

would 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 would 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, Beach 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 share parking structure for vehicles, and a bus plaza. 

2.5. Construction

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

stockpiling materials, constructing bridges and walls, installing drainage, installing sub-ballast
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

12 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

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

constructing stations, substations, mobilization and demobilization. Construction equipment 

would likely include dump trucks, excavators, loaders, cranes, water trucks, backhoes, scrapers, 

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

For new and reconstructed overpasses and bridges, construction activities would include 

clearing, grubbing, demolition of existing structures, excavation and drilling for 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 would occur on Caltrans right-of-way. Some, for the rail stations 

and power substations, would occur on public property owned by the City of Rancho 

Cucamonga, SBCTA, or State of California. The Project would require TCAs along the alignment 

between Victor Valley and Rancho Cucamonga. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 13

3. Methodology

3.1. Relevant Regulations, Plans, and Policies

Aquatic resources include wetlands, streams, rivers, ponds, lakes, and other drainage features, 

as well as adjacent riparian habitat, and may be protected under local, state, and Federal laws 

and regulations. The Project is expected to be subject to the exclusive jurisdiction of the Surface 

Transportation Board; as a result, compliance with local and state regulations, including the 

Porter-Cologne Water Quality Control Act and the California Department of Fish and Wildlife 

Code (including the Lake or Streambed Alteration Program), would not be required. Rather, the 

Clean Water Act of 1972, as amended, is the principal regulation over aquatic resources in the 

study area. 

Section 404 of the Clean Water Act (33 U.S.C. 1344) is the primary law regulating the discharge 

of dredged or fill material into WOTUS, which are under jurisdiction of the USACE. WOTUS are 

defined in 33 CFR 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, and impoundments of jurisdictional water, and adjacent wetlands. Section 10 of the 

Rivers and Harbors Appropriation Act of 1899 (33 U.S.C. 403) requires authorization by the 

Secretary of the Army, through the USACE, for the construction of structures in or over 

navigable rivers. The USACE administers the Section 404 and Section 10 permits. If project 

proponents require substantial discharge of fill or dredged materials into a WOTUS, a 

Nationwide Permit or Individual Permit would be required. If project work affects the course, 

location, or condition of the navigable water, a Section 10 permit would be required. 

3.2. Study Area

The study area used to identify aquatic resources and potential effects is the maximum extent 

of the Project footprint. The footprint includes the proposed railway and related infrastructure,

such as the rail stations and power stations, as well as construction areas and temporary 

staging and access areas. 

3.3. Methods Used 

Wetlands and other aquatic resources in the study area were identified based on review of the

existing available information and field surveys. A separate aquatic resource delineation report

will be prepared for the Project that details the methods of identifying and delineating aquatic 

resources in the study area. 

Existing documents and data reviewed for this analysis include the following:

• U.S. Fish and Wildlife Service National Wetlands Inventory (NWI) (USFWS 2021) 

• U.S. Geological Survey (USGS) National Hydrography Dataset (USGS 2021a) 

• USGS Topographic Maps (USGS 2021b)
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

14 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

• U.S. Department of Agriculture Natural Resources Conservation Services (USDA NRCS) 

Web Soil Survey (USDA NRCS 2021) 

• Interstate 15 Mojave River Interchange Reconstruction Project; Delineation of 

Jurisdictional Waters (Revision #1) (Caltrans 2013) 

In October and November 2021, biologists performed field investigations to identify aquatic 

resources in the study area. During the field work, biologists field-verified the boundaries of a 

wetland that was delineated by Caltrans in 2012 for the I-15 Mojave River Interchange 

Reconstruction Project. Wetlands were verified and/or delineated based on the USACE threeparameter approach for vegetation, soils, and hydrology specified in the 1987 Corps of 

Engineers Wetlands Delineation Manual (USACE 1987) and the Regional Supplement to the 

Corps of Engineers Wetland Delineation Manual: Arid West Region (Version 2.0) (USACE 2008a).

Streams were delineated based on the presence of an active floodplain and OHWM indicators 

(USACE 2006, 2008b). The locations of the identified aquatic resources were surveyed using a 

hand-held Trimble Geo7X global positioning system (GPS) unit with sub-meter accuracy. The 

data collected in the field were incorporated into a geographic information systems database. 

Biologists then reviewed the preliminary design plan for the Project and estimated potential 

project effects on the wetland by overlaying the preliminary design plan against the fieldverified wetland boundary. For other aquatic resources such as streams and drainage systems, 

biologists evaluated potential effects by reviewing field results and the preliminary design 

including profiles and cross sections. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 15

4. Affected Environment

The study area is in the Mojave River and Santa Ana River watersheds. The average annual 

rainfall along the project alignment ranges from 25.88 inches in Fontana, CA, to 5.17 inches in 

Apple Valley, CA. The average annual snowfall is 0.1 inches for both Fontana and Apple Valley

(Western Regional Climate Center 2012). Much of vegetation within the study area is disturbed 

due to the construction and operation of I-15 and nearby industrial, commercial, and 

residential developments.

Based on their review of available information and the field investigations, biologists identified 

one perennial stream (Mojave River) and 48 other ephemeral drainage systems in the study 

area. Biologists also verified the extent and location of the only wetland in the study area, a 

wetland along the Mojave River that was delineated by Caltrans in 2012. The aquatic resources 

identified in the study area are described below. To comply with Section 404 of the Clean Water 

Act, a separate aquatic resources delineation report will be prepared as the project design is 

further developed. There is no navigable waterway present within the study area. 

4.1. Mojave River 

The Mojave River is a perennial watercourse that flows through the study area near the City of 

Victorville. Surface waters of the Mojave River eventually flow below the surface, and the river 

discharges into Soda Lake approximately 100 miles downstream of the study area (Caltrans 

2013). Riparian vegetation along the river is sparse and consists of hydrophytic perennial and 

annual plants and grasses along with riparian trees along the banks (Caltrans 2013). Channel 

substrates are mapped as riverwash (USDA NRCS 2021). A 2013 aquatic resources delineation 

report prepared by Caltrans states that the river channel adjacent to I-15 appeared to be 

periodically excavated, as evidenced by the presence of dredged material and lack of mature 

trees along the riverbanks (Caltrans 2013). 

4.2. Other Drainages 

Biologists identified 48 ephemeral drainage features in the study area. Most of the drainages 

are unnamed. The larger ones include Bell Mountain Wash, Oro Grande Wash, Brush Creek, 

Debris Cone Creek, Cleghorn Creek, Cajon Wash/Creek, Lytle Creek Wash, East Etiwanda Creek, 

and Day Channel. The remaining drainage features identified in the study area are ephemeral 

or human-made ditches. Typical characteristics of the drainage features are summarized below. 

• Ephemeral washes typical of dryland fluvial systems, flowing only during storm events 

and remaining dry for most of the year, exhibiting no hydric soil indicators, and lacking

riparian wetland vegetation. Examples include Bell Mountain Wash and Lytle Creek. 

• Earthen or concrete-lined, human-made ditches that receive surface flows from an upgradient aquatic resource and convey those flows to a down-gradient aquatic resource 

such as Day Channel and East Etiwanda Creek. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

16 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

Evaluation and assessment of the jurisdictional determination of these drainages in the study 

area are in progress. If they are under USACE jurisdiction they will be regulated as WOTUS. 

4.3. Mojave River Wetland

In October 2021, biologists verified the location and boundaries of a wetland delineated by 

Caltrans in 2013. That wetland is associated with the Mojave River and is in the study area. 

According to the 2013 Caltrans report, surface water was observed in the wetland during the 

May 2012 and October 2012 Caltrans field investigations. During the October 2021 fieldwork, a 

water table at 12 inches below the surface was observed. Wetland hydrology was supported by

the perennial flows within the Mojave River providing a high-water table. The Mojave River 

wetland was vegetated with arroyo willow (Salix lasiolepis) and herbaceous species, which 

include cattails (Typha angustifolia), common reed (Phragmites australis), hard-stem club rush 

(Schoenoplectus acutus), and Olney’s three-square bulrush (Schoenoplectus americanus). Soils 

observed in the wetland were mostly gravelly sand with redox features present. According to 

the Web Soil Survey (USDA NRCS 2021), the soil series mapped in the wetland is riverwash, 

which occurs in stream channels. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

DRAFT WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 17

Figure 2. Proposed Drainage Crossing Map
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

18 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

5. Environmental Consequences and Mitigation

5.1. Proposed Action

5.1.1. Construction Effects 

5.1.1.1. Railway 

The Project rail alignment would cross 49 drainages, including the Mojave River (a perennial 

stream), and 48 ephemeral drainages. The Project would require construction of bridges over 

the Bell Mountain Wash, Mojave River (and the associated wetland), Oro Grande Wash, Brush 

Creek, Debris Cone Creek, Cleghorn Creek, Cajon Wash/Creek, Lytle Creek Wash, East Etiwanda 

Creek, and Day Channel. 

Construction of at least seven bridges, over the Bell Mountain Wash, Mojave River, Brush 

Creek, Debris Cone Creek, Cleghorn Creek, Cajon Wash/Creek and Lytle Creek, would involve 

work in the 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 would allow water to flow around the construction 

area and reduce potential for construction material to reach the waterway during a storm 

event. It would also keep the construction area dry. Staging, equipment storage, and stockpiling 

would occur outside the OHWM. 

Temporary impacts on the resources listed above as well as the Mojave River wetland may 

include vegetation clearing to allow for construction of the bridge structures or to provide 

access for construction equipment. Some minor temporary fill or excavation may also occur; 

however, all temporary impacts will be restored on-site following construction. 

The proposed bridges over Day Creek and East Etiwanda Creek would fully span the channels of

those features, that is, bridge piers would not be placed in the channels. No construction work 

is proposed in the channels of Day Creek and East Etiwanda Creek. Oro Grande Wash is 

culverted at the proposed project crossing, so no construction work is expected at this crossing.

No construction impacts are expected for these crossings. 

For small drainages, the Project would utilize existing culverts for I-15 as much as possible to 

reduce the need of constructing additional culverts. Construction activities for bridge 

construction and extensions or modifications to the I-15 existing culverts may involve soil 

disturbance such as excavation, cutting/filling, stockpiling, and grading near the drainage 

features, which could result in temporary effects, including increased erosion, sedimentation, 

and runoff of construction pollutants into the drainages and surface waters. In the event that a 

storm event occurs during construction, construction-related sediments and contaminants 

could be transported to storm drainages or could enter aquatic resources. 

The Project would avoid and minimize effects on the Mojave River wetland and other aquatic 

resources to the extent feasible during construction by developing and implementing BMPs and 

other measures described in Section 5.2 of this report. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 19

Table 1 lists temporary disturbance areas for the proposed bridge structures including 

construction components such as clearing and grading, excavation, and fill. All temporarily 

disturbed areas will be returned to pre-construction conditions. Disturbance estimates shown

in Table 1 are below the OHWM. For the Mojave River wetland, the Project would disturb 

approximately 0.72 acre of the wetland. 

Table 1. 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

5.1.1.2. Hesperia Station 

No aquatic resources were identified in the study area for the proposed Hesperia station. 

Therefore, construction of the station would not affect aquatic resources. 

5.1.1.3. Rancho Cucamonga Station

No aquatic resources were identified in the study area for the proposed Rancho Cucamonga 

station. Therefore, construction of the station would not affect aquatic resources. 

5.1.2. Operation Effects 

5.1.2.1. Railway 

When complete, the Project would place new footings at the Mojave River, its associated 

wetland, and numerous other drainages along the 49-mile corridor. The Project would have no 

permanent impacts on the Mojave River but will have approximately 0.005 acre of permanent 

wetland impacts due to construction of new piers within the wetland. Total avoidance of the 

wetland was not possible so the Project could span over the Mohave River active channel. Piers 

in the wetland would be required to maintain and ensure structural integrity of the 

infrastructure. 

Most of the drainage features in the study area would not be affected because the proposed 

bridge structures would span across the drainage features and would not place structures or 

permanent fill in the channels. However, the Project would result in permanent impacts on 

three other drainage features, Lytle Creek, Cajon Wash/Creek, and Debris Cone Creek, by 

installing bridge supports for the elevated structures below the OHWM. All crossings would 

result in less than 0.1 acre of permanent fill, as shown in Table 2. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

20 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

In addition to bridge supports and structures, extensions or modifications to existing I-15

culverts for some drainage features would be needed to accommodate the proposed railway. 

For smaller drainage features, the Project proposes to convey flow by either extending existing 

piping or constructing a crossing structure. Modifications to existing culverts and proposed 

culverts, would be designed to maintain existing conveyance patterns and would not alter flow 

conditions or functions of the drainage features. The Project would not obstruct or alter the 

existing drainage flows throughout the study area and is not expected to alter the functions of 

the existing aquatic resources. 

Table 2 shows the crossings with estimated areas of permanent fill below the OWHM. All other 

crossings, including the Mojave River, would not be permanently impacted as a result of the 

Project. For the Mojave River wetland, the Project would permanently impact approximately 

0.005 acre of the wetland. 

Table 2. Estimated Permanent Fill Below OHWM 

Crossing Name Project Section Permanent Fill (acres) 

Lytle Creek 3 0.02

Cajon Wash/Creek 3 0.02

Cleghorn Creek 2 0

Debris Cone Creek 2 0

Brush Creek 2 0

Mojave River 1 0

Bell Mountain Wash 1 0

Total 4

5.1.2.2. Hesperia Station 

No aquatic resources were identified in the study area for the proposed station in Hesperia. 

Therefore, operation of the station would not affect aquatic resources. 

5.1.2.3. Rancho Cucamonga Station

No aquatic resources were identified in the study area for the proposed Rancho Cucamonga 

station. Therefore, construction of the station would not affect aquatic resources. 

5.1.3. Cumulative Effects 

Development within southwest San Bernardino County has reduced the amount and quality of 

aquatic resources over time. Cumulative effects on aquatic resources in the study area may 

result from development of future projects, including residential, commercial, industrial, and 

infrastructure projects, as well as agricultural development. Changes in land use can affect 

aquatic resources directly and indirectly by displacement and fragmentation of wetland 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 21

complexes and stream systems, alteration of hydrology and vegetation communities, and 

increased pollutants from runoff. 

The Project would result in less than 0.1 acre of permanent impact on aquatic resources, and it 

would provide compensatory mitigation, if required, to meet Section 404 permit conditions. 

Additionally, the Project includes numerous avoidance and minimization measures and will 

comply with all permit requirements. Therefore, the Project would not contribute to the 

cumulative loss and degradation of aquatic resources. 

5.2. Avoidance, Minimization and Mitigation Measures

The Project would avoid and minimize effects on aquatic resources, including wetlands, 

streams, and other drainage features, to the greatest extent feasible. However, total avoidance

may not be possible due to design requirements and other constraints. 

5.2.1. Design 

The Project is being designed to avoid and minimize environmental impacts. The proposed rail 

alignment is restricted to existing transportation corridors. Most bridges would avoid 

permanent impacts below the OHWM of aquatic resources, avoiding effects on the Mojave 

River, as well as other drainage features. Where full spans over a drainage channel or a wetland

cannot be achieved because of design constraints, the Project would be designed to minimize 

impacts by placing support structures above the OHWM or outside of a wetland as much as 

practicable. 

5.2.2. Best Management Practices 

During project construction, the contractor 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 and Section 401 water quality certification. 

5.2.2.1. Aquatic Resource Identification and Restoration 

Requirements of the permits, agreements, and certifications will be implemented in the 

construction phase of the Project. A qualified 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 would 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 would be reviewed and approved by the applicable regulatory agencies. Monitoring 

efforts would be ongoing throughout the construction phase to ensure that all components of 

the compliance documents are adhered to during construction. 
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

22 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

5.2.2.2. Temporary Erosion and Sediment Control

A TESC plan will apply to 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, would be identified in the TESC plan and 

will be implemented for all construction activities that expose soil. These BMPs would 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 TESC 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, as appropriate, 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 

5.2.2.3. Stormwater Pollution Prevention Plan 

Prior to beginning any construction activity, a SWPPP will be developed and implemented, 

thereby reducing the likelihood that stormwater would 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. 

5.2.2.4. Spill Prevention, Control, and Countermeasure Plan

Prior to beginning any construction activity, a SPCC plan would be developed to reduce the 

potential for accidental chemical spills or releases of contaminants, including any nonstormwater discharge to drainage channels and outline measures to use in the case of a spill. 

SPCC plan BMPs 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
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022 23

• Complying with all applicable conditions and mitigation requirements of permits,

certifications, and agreements related to the Project. 

If a spill is reportable, a superintendent would notify appropriate agencies and the contractor 

would take action to contact any other appropriate safety and cleanup crews to ensure the 

SPCC plan is followed. A written description of reportable releases would be submitted to the 

appropriate agency and would 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.

5.2.3. Mitigation Measures

The Project would result in unavoidable permanent impacts on some aquatic resources. During

the permitting process, Brightline West will work with the USACE to mitigate for permanent 

impacts on jurisdictional aquatic resources. Specific mitigation measures have not yet been 

developed because the jurisdictional determination of the aquatic resources in the study area 

has not been completed. Mitigation measures will be developed through coordination with 

Federal and state, if applicable, regulatory agencies and may include: 

• Purchasing credits at USACE-approved mitigation banks

• Providing permittee-responsible mitigation
BRIGHTLINE WEST CAJON PASS HIGH-SPEED RAIL

24 WETLANDS AND STREAMS TECHNICAL REPORT, AUGUST 2022

6. References

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.