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3.19 Cumulative Impacts

This section presents an analysis of the cumulative impacts of implementing the Fresno to 

Bakersfield Locally Generated Alignment (F-B LGA), in combination with other past, present, and 

reasonably foreseeable future actions that may result in environmental impacts similar to those 

discussed in this Draft Supplemental Environmental Impact Report/Environmental Impact 

Statement (EIR/EIS). The focus of this cumulative impacts analysis is on the F-B LGA project 

area and its regional context. This Draft Supplemental EIR/EIS compares the F-B LGA to the 

complementary portion of the Preferred Alternative that was identified in the Fresno to Bakersfield 

Section California High-Speed Train Final Project EIR/EIS. The portion of the Preferred 

Alternative which is comparable to the F-B LGA is referred to as the “May 2014 Project” in this 

Draft Supplemental EIR/EIS. As discussed in Section 1.1.3 of this Draft Supplemental EIR/EIS, 

the May 2014 Project consists of the portion of the BNSF Alternative from Poplar Avenue to 

Hageman Road and the Bakersfield Hybrid from Hageman Road to Oswell Street. The Fresno to 

Bakersfield Section Final EIR/EIS does not evaluate the May 2014 Project as a discrete 

subsection of the Fresno to Bakersfield Project (as it did for example for the Allensworth Bypass). 

The affected environment and impact summary discussion included in this section for the May 

2014 Project, therefore, has been extrapolated from the available information contained within the 

Fresno to Bakersfield Section Final EIR/EIS. For a discussion of the impacts of implementing the 

Fresno to Bakersfield section, see Section 3.19, Cumulative Impacts, of the Fresno to Bakersfield 

Section Final EIR/EIS (California High-Speed Rail Authority [Authority] and Federal Railroad 

Administration [FRA] 2014). 

3.19.1 Laws, Regulations, and Orders

3.19.1.1 National Environmental Policy Act

A detailed discussion of the National Environmental Policy Act (NEPA) can be found in Section 

3.19.1.1 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). 

3.19.1.2 California Environmental Quality Act

A detailed discussion of California Environmental Quality Act (CEQA) can be found in Section 

3.19.1.1 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). 

3.19.2 Methods

The methods employed for the F-B LGA cumulative impact analysis are consistent with the 

methodology discussed in detail in Section 3.19.2 of the Fresno to Bakersfield Section Final 

EIR/EIS (Authority and FRA 2014). The F-B LGA cumulative analysis considers study areas 

consistent with the Final EIR/EIS as well as past, present, and reasonably foreseeable projects 

within the 2035 planning horizon. To ensure consistency, the methodology to evaluate cumulative 

impacts for this Draft Supplemental EIR/EIS is the same methodology as was used in the Fresno 

to Bakersfield Section Final EIR/EIS. 

In summary, these methods include the following:

• Review the impacts of the proposed project for each resource area.

• Define the study area for the cumulative effects of each resource.

• Compile a list and description, as well as environmental impact information for past, present,

and reasonably foreseeable projects causing related or cumulative impacts (see Technical

Appendices 3.19-A and 3.19-B).

• Where relevant to the analysis for a particular resource, include the cumulative impacts of

construction and operation of adjacent HSR sections.

• Gather applicable projected growth trends (projections) contained in adopted local, regional

or statewide plans.
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• Identify the resource areas where the proposed project, and other past, present, and

reasonably foreseeable projects could, together, cause a significant cumulative effect.

• Determine whether the proposed HSR’s incremental contribution to significant cumulative

impacts is cumulatively considerable under CEQA, using the two-step CEQA cumulative

analysis process.

• Provide a comprehensive discussion of the project’s potential impacts in terms of context,

intensity, and duration under NEPA.

• Identify reasonable, feasible options for avoiding or mitigating the project’s contribution to

significant cumulative impacts.

For additional discussion of the methods used for the cumulative impact analysis, see Section 

3.19.2 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). 

3.19.3 Cumulative Projects and Growth Forecasts

This section discusses projected development trends and describes how future urbanization is 

projected to change the character of the Bakersfield area to the year 2035.

3.19.3.1 Historical Context of Project Area 

For a regional history of the Fresno to Bakersfield project area, see the Fresno to Bakersfield 

Section Final EIR/EIS, Chapter 3.19, Cumulative Impacts (Authority and FRA 2014), and Fresno 

to Bakersfield Section: Archaeological Survey Technical Report (Authority and FRA 2012).

3.19.3.2 Projected Growth Trends 

As discussed in Chapter 2.0, Alternatives, of the Fresno to Bakersfield Section Final EIR/EIS, 

projections show that Kern County will continue to grow an average of 2 percent a year (Authority 

and FRA 2014). By 2035, Kern County is projected to grow to a population of 1.3 million, which is 

a net increase of 767,000 people and 115,000 new jobs (Authority and FRA 2014: Kern Council 

of Governments 2014). This increase could result in approximately 68,400 acres of new 

development to support the increased population. Much, although not all, of this development 

would take place on what is currently agricultural land (Authority and FRA 2014). Land and the 

construction of new residential areas, roadways, electric power generation facilities, utilities, 

schools, hospitals, and commercial and industrial facilities would be required to accommodate the 

new population. The combined environmental influence of these future changes in conjunction 

with the F-B LGA is referred to as the “cumulative condition” for 2035.

In addition to considering the potential impacts from project-related population growth, the 

cumulative project list discussed in the following section identifies the known projects that would 

become a part of the cumulative condition.

3.19.3.3 Cumulative Project List

Technical Appendix 3.19-A provides detailed information about the reasonably foreseeable 

development projects and plans, and Technical Appendix 3.19-B provides similarly detailed 

information about transportation projects considered in the cumulative condition. These two 

combined lists form the cumulative project list, which includes projects that are intended to help 

accommodate the projected 2035 population in the study area. Technical Appendix 3.19-A 

includes a series of tables that list major capital or new development projects by jurisdiction for 

the study area, which were generated by contacting city and county planning departments to 

determine which projects had been entitled. Technical Appendix 3.19-B includes transportation 

improvements ranging from restriping roads and bike lane construction to interchange and 

capacity expansions and rail infrastructure.

The projects included were generated by consulting the 2014 Kern Council of Government’s 

Regional Transportation Plan/Sustainable Communities Strategy, environmental documents 

found on CEQANet, city and county General Plans, as well as by contacting city and county 

planning departments to determine which projects have been entitled (entitlement refers to the 
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process of obtaining permits, land use approval, and utility easement approval). The tables in 

Technical Appendices 3.19-A and 3.19-B include projects entitled and in progress at the time of 

research, as well as developments planned for the near term (10 years or less). Additionally, 

long-term (35-year) development and urbanization was determined by reviewing General Plan 

proposed land-use, including the conversion of agricultural land anticipated to occur with the 

corresponding growth in population.

The development projects identified in the cumulative project list represent only a portion of the 

projects that are likely to be constructed within the study area through 2035 because the list is 

predominantly based on data that represent planned development activity in progress at the time 

of research and anticipated over the next three or four years. The general plans of the City of 

Bakersfield, the City of Shafter, and Kern County include provisions for substantial future growth

beyond existing development levels under their respective land use elements. Additional 

development projects that are not included on this list because they are not programmed or 

entitled at this time (and therefore not reasonably foreseeable), are expected to proceed in the 

future on the basis of the general plans’ land use designations. 

3.19.4 Analysis of Cumulative Impacts

Under NEPA, cumulative impacts are defined as “the impact on the environment which results 

from the incremental impact of the action when added to other past, present, and reasonably 

foreseeable future actions regardless of what agency (federal or non-federal) or person 

undertakes such actions” (40 CFR § 1508.7). The CEQA Guidelines Section 15355 defines 

cumulative impacts as two or more individual effects, which when considered together, are 

considerable or which compound or increase other environmental impacts.

The cumulative impacts discussion for each resource area considers the resource-specific study 

area, the existing condition of the resource, all reasonably foreseeable projects and their effects, 

cumulative effects with the project, and the contribution of the F-B LGA project to those 

cumulative effects. The cumulative condition, as defined below, includes planned and projected 

development projects and transportation projects listed in Technical Appendices 3.19-A and 3.19-

B. The cumulative impact analysis includes consideration of the whole Fresno to Bakersfield 

Section, the adjacent HSR sections, the San Joaquin Valley Air Basin, or State of California,

where appropriate for the environmental resource under consideration.

3.19.4.1 Cumulative Condition

As analyzed in Section 3.18 of this Draft Supplemental EIR/EIS, the HSR project would induce 

growth, but not substantially beyond what is projected in city and county general plans. The F-B 

LGA would encourage compact, efficient land use in the region by providing an economic driver 

for higher-density infill development around the downtown HSR station. Over the 25-year 

planning horizon, incremental population increases and associated development would have 

environmental impacts that are cumulatively considerable in some areas and would provide 

beneficial effects in others. 

Projections of growth and of conversion of land to urban uses associated with the cumulative 

condition are drawn from adopted city and county general plans, as well as from the cumulative 

project list. The cumulative condition is anticipated to have a substantial environmental effect in 

the area crossed by the F-B LGA section of the HSR system over the 2010 to 2035 planning 

period. Between 2010 and 2035, the population is projected to grow in Bakersfield by 

approximately 107 percent, in Shafter by approximately 135 percent, and in Kern County by 

approximately 55 percent (see Section 3.18, Regional Growth, of this Draft Supplemental 

EIR/EIS). The Kern Council of Governments and the Metropolitan Bakersfield General Plans call 

for preservation of agricultural land, increased infrastructure to support higher density urban 

development, and a focus on growing existing urban populations over the spread of rural 

development.

Nevertheless, urban development would continue to result in the conversion of agricultural land, 

especially for future housing and associated development consistent with the general plans of the 
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area. Under the cumulative condition, traffic would increase; ambient noise levels would increase; 

the demand for energy and water would increase; habitat for wildlife would become less 

available; the amount of impervious surfaces would increase and affect the quality and amount of 

stormwater runoff; demand for public facilities and parks would increase; the land available for 

agricultural production would decrease; and the visual character of many locations in the study 

area would change from rural to urban.

For each of the resource topics analyzed below, the cumulative condition includes build-out of the 

general plans in the Bakersfield, Shafter areas, and portions of Kern County areas, including the 

cumulative development listed in Technical Appendices 3.19-A and 3.19-B, unless otherwise 

noted.

3.19.4.2 F-B LGA Contributions

The F-B LGA has evolved throughout the EIR/EIS process and the project design has been 

refined to avoid and minimize effects, while meeting the project purpose and objectives. As 

described in the preceding chapters and as applicable, each resource analysis includes a

description of design features, including standards, regulations, and Best Management Practices 

(BMP) that would be implemented during construction and operation to further avoid or minimize 

effects. For each resource area, where appropriate, this Draft Supplemental EIR/EIS also 

identifies feasible mitigation measures that could be adopted to minimize or avoid the impacts.

The analysis below first considers the impacts of the F-B LGA in combination with the other 

cumulative projects (listed in Technical Appendices 3.19-A and 3.19-B) to determine if there is a 

cumulatively significant impact to the resource. If significant cumulative impacts are identified, the 

second consideration is whether the F-B LGA would have an incremental effect (after project 

mitigation) that would be cumulatively considerable. Additional feasible mitigation measures are 

proposed where appropriate to mitigate the incremental but cumulatively considerable 

contribution to a cumulative impact. 

Transportation

The study area for the transportation cumulative analysis is located within Kern County between 

and including the cities of Shafter and Bakersfield. The F-B LGA has the greatest potential to 

have long-term impacts on traffic at and near the proposed F Street Station, which would attract 

and concentrate traffic that is entering or exiting the station parking lots and drop-off areas. 

Therefore, the primary study area as well as the cumulative study area for traffic analysis consists 

of the potentially affected intersections and roadways surrounding the proposed F Street Station 

site. The study area for analysis for the proposed F Street Station includes the extent of the 

roadway networks and intersections that may experience change in traffic volume of more than 

50 peak hour vehicular trips as a result of the project. 

As a conservative approach, additional intersections and roadway segments were included in the 

analysis based on recommendations from City staff where the project adds fewer than 50 peak 

hour trips and the project may have significant impacts under CEQA. Therefore, the study area 

was defined based on the 50-peak hour project trips threshold and in consultation with 

representatives at the public works and transportation planning agencies for Kern County, the 

City of Bakersfield, and the California Department of Transportation (Caltrans, District 6). 

Because the analysis of operational impacts presented in Chapter 3.2 of this Draft Supplemental 

EIR/EIS addresses the F-B LGA in combination with other present, and foreseeable future 

projects in the study area, the operational impacts on transportation discussed in Chapter 3.2 

also describe the cumulative impacts of the F-B LGA on transportation. 

The cumulative impact analysis for transportation presented here is based on the planned and 

potential project lists (Appendices 3.19-A and 3.19-B) as well as plans/projections listed in Table 

3.2-1 (page 3.2-2) of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). 

Construction

Traffic impacts associated with the F-B LGA construction, taken together with other past, present 

and future reasonably foreseeable projects (which have construction schedules that overlap), 
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would have a cumulatively significant impact under CEQA. Temporary impacts at the station area 

as well as within the rural areas of the alignment due to construction, such as road closures, 

increased construction-related vehicles and workers, would result in reductions in intersection 

and roadway levels of service and reductions in emergency, school bus, and nonvehicular 

access. Such cumulative impacts may include: 

• Within the F Street Station area, cumulative impacts could occur from the F-B LGA,

developments under the Downtown Bakersfield HSR Station Area Plan (SAP), as well as the

Hageman Flyover, the Rosedale Highway off ramp and widening, 24th Street improvements,

and construction of the Centennial Corridor. Within the City of Bakersfield and along the

alignment, each of these projects would require both temporary and permanent street

closures, which would result in a cumulatively significant impact to public and private

transportation under CEQA.

• Circulation within rural areas and non-station areas would be impacted from road closures as

a result of the F-B LGA in combination with the North and West Beltway constructions, and

Santa Fe Way intersection improvements in the City of Shafter.

• Within the City of Bakersfield, there is a cluster of development and construction projects in

various stages within one mile of the F-B LGA. These include office and retail space as well

as residential units. In the City of Shafter, there are ongoing industrial, commercial, and

residential developments within 0.5 mile of the F-B LGA, including the drilling of a new water

well in the vicinity. These projects would temporarily cause detours, road closures, and

worsened levels-of-service along many heavily used roadways and intersections.

The Authority would implement a Construction Transportation Plan before commencing 

construction activities. The Construction Transportation Plan would reduce impacts by requiring 

staggered construction periods for overlapping projects in coordination with City and County 

building permits. Staggering construction activities will reduce cumulative construction impacts by 

spacing activities out over multiple years. The project would have no incremental cumulative 

effects with the Construction Transportation Plan and, as such, would not be cumulatively 

considerable. Through the implementation of mitigation measures provided in Section 3.2.6 of 

this Draft Supplemental EIR/EIS, construction impacts to traffic from the F-B LGA would not be 

cumulatively considerable under CEQA. 

Operations

In the regional setting, the F-B LGA would result in similar changes to both vehicle movement and 

volume on the regional highway system and changes to the air traffic as that of the May 2014 

Project. A discussion of regional impacts that would be applicable to the F-B LGA can be found in 

Section 3.18 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). 

Along the F-B LGA, cumulative traffic impacts were evaluated for all four sub-areas included for 

analysis – Shafter, Kern County, F Street Station, and Bakersfield. Following is a summary of 

cumulative impacts for each sub-area:

Within the City of Shafter, beginning near the Poplar Avenue overhead crossing, both the BNSF 

track and the HSR would begin rising in order to eliminate the existing at-grade crossings in 

Shafter eliminating conflict with existing BNSF trains and future HSR. While this is a safety 

improvement, it would also improve circulation and would reduce future delay with the project. 

The following at-grade crossings would be eliminated: Fresno Avenue, Shafter Avenue, Central 

Avenue, and E Lerdo Highway. The project would not have any cumulative traffic impacts at any 

of the roadway segments but would have significant cumulative impacts under CEQA at the 

following intersections:

• SR 43 and Ash Avenue (increased delay and reduced level of service during the a.m. and

p.m. peak hours under Future Plus Project conditions)

• Beech Avenue and Riverside Avenue (increased delay and reduced level of service during

the p.m. peak hour under Future Plus Project conditions)
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However, through the implementation of mitigation measures (TR-MM # 8, TR-MM #9, and TRMM # 10) provided in Section 3.2.6 of this Draft Supplemental EIR/EIS, the incremental 

contribution to impacts associated with the F-B LGA would not be cumulatively considerable 

under CEQA. 

South of the Shafter city limits, the F-B LGA would turn east along the north side of Burbank 

Street and then turn southeast at the Union Pacific Railroad. The alignment would continue on 

fill/embankment until just after crossing the Beardsley Canal and would use individual bridges to 

cross over Driver Road, Zachary Avenue, the Calloway Canal, Zerker Road, and the Friant-Kern 

and Lerdo Canals. Verdugo Lane would remain open as a farm road crossing rather than a full 

roadway opening. At 7th Standard Road, the F-B LGA would pass through the existing roadway 

fill section; therefore, the roadway would be raised to cross over the HSR. The modifications to 

the 7th Standard Road profile would begin at the east edge of the Beardsley Canal Bridge rising 

up and over the F-B LGA and Union Pacific Railroad and coming back down to meet existing 

grade near Quinn Road, east of SR 99. The 7th Standard Road profile increase will require the 

removal and construction of bridges over the Union Pacific Railroad and SR 99 as well as raising 

the intersections with Coffee Road and Golden State Avenue. As part of the roadway work, a new 

on-ramp connection to SR 99 southbound would be added for westbound traffic. The project 

would not have any cumulative traffic impacts at any of the roadway segments but would have 

significant cumulative impacts under CEQA at the following intersections:

• Dole Court and Snow Road (increased delay and reduced level of service during the a.m.

peak hour under Future Plus Project conditions)

• Norris Road and Snow Road (increased delay and reduced level of service during the p.m.

peak hour under Future Plus Project conditions)

However, through the implementation of mitigation measures (TR-MM # 3 and TR-MM # 10) 

provided in Section 3.2.6 of this Draft Supplemental EIR/EIS, the incremental contribution to 

impacts associated with the F-B LGA would not be cumulatively considerable under CEQA. 

While on a broad level the HSR would reduce traffic congestion by offering alternative inter-city 

travel options, at the F Street Station area, permanent operational impacts include increased 

traffic due to passengers traveling to and from the station. This increase in traffic is cumulatively 

considerable because of the station’s location in Bakersfield’s growing city center. Future and 

foreseeable projects such as development under the HSR SAP, the Hageman Flyover, the 

Rosedale Highway off ramp and widening, 24th Street improvements, and construction of the 

Centennial Corridor, as well as other city-focused street improvements and development projects, 

would have cumulative impacts on transportation in the station area. These projects could cause 

street closures and worsen levels-of-service to which the F-B LGA would incrementally 

contribute. Additionally, the F Street Station would have significant cumulative impacts under 

CEQA on the following roadway segments:

• F Street, between 30th Street and 24th Street (reduced level of service under Future Plus

Project conditions)

• 30th Street, between F Street and H Street (reduced level of service under Future Plus

Project conditions)

The F Street Station would also have significant cumulative impacts under CEQA at the following 

intersections:

• Mohawk Street and Hageman Road (increased delay and reduced level of service during the

p.m. peak hour under Future Plus Project conditions)

• Mohawk Street and Rosedale Highway (increased delay and reduced level of service during

the p.m. peak hour under Future Plus Project conditions)
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• Oak Street and Rosedale Highway-24th Street (increased delay and reduced level of service

during the p.m. peak hour under Future Plus Project conditions)

• Oak Street and Truxtun Avenue (increased delay and reduced level of service during the p.m.

peak hour under Future Plus Project conditions)

• F Street and 24th Street (increased delay and reduced level of service during the p.m. peak

hour under Future Plus Project conditions)

• F Street and 23rd Street (increased delay and reduced level of service during the p.m. peak

hour under Future Plus Project conditions)

• M Street and SR 204 and 28th Street (increased delay and reduced level of service during

the p.m. peak hour under Future Plus Project conditions)

• Union Avenue and California Avenue (increased delay and reduced level of service during

the p.m. peak hour under Future Plus Project conditions)

• Beale Avenue and Jefferson Street-SR 178 Westbound Ramps (increased delay and

reduced level of service during the p.m. peak hour under Future Plus Project conditions)

Therefore, in conjunction with other planned and future projects in the station area, the F-B LGA

would result in cumulatively significant impacts under CEQA due to the increased traffic 

associated with vehicles traveling to and from the station. However, through the implementation 

of mitigation measures (TR-MM # 3, TR-MM # 4, TR-MM # 5, TR-MM # 6, TR-MM # 7, TR-MM # 

8, TR-MM #9, and TR-MM # 10) described in Section 3.2.6 of this Draft Supplemental EIR/EIS,

the incremental contribution to impacts associated with the proposed F Street Station area would 

not be cumulatively considerable under CEQA. 

Outside of the Station Area, the alignment would continue southeast, crossing over 24th Street, 

Sumner Street, and Union Avenue, and would then run down the center of Sumner Street on 

viaduct. The alignment would continue east on Sumner Street, crossing over Baker Street, Beale 

Avenue, the BNSF and Union Pacific Railroad corridors, and Truxtun Avenue. East of Truxtun 

Avenue, the alignment would continue on viaduct and transition to the north side of the Edison 

Highway corridor, passing over connecting streets such as Washington Street, Ogden Street, 

Chamberlain Avenue, and Mt. Vernon Avenue. Once on the north side of Edison Highway, the 

highway can be built completely south of the HSR such that connecting streets (e.g., Exchange 

Street, Webster Street, Quantico Avenue, and California Avenue) would not have to cross under 

the viaduct. The HSR would then terminate near Oswell Street and the Bakersfield to Palmdale 

project would begin. The project would not have any cumulative significant impact under CEQA

on any roadway segments or intersections within this sub-area because the 50 peak hour 

vehicular trip threshold, described above, is not exceeded. 

Summary of Impacts

The F-B LGA, when considered in combination with other large transportation and development 

projects that may be constructed concurrently and within the vicinity, could result in cumulatively 

significant impacts under CEQA due to temporary and permanent road closures, temporary 

construction traffic, and permanently increased traffic in the station area. These cumulatively 

significant impacts under CEQA are similar to those discussed in Section 3.2 of the Fresno to 

Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.2-72). As in the May 2014 

Project, incorporated project mitigation measures would ensure that the cumulative operation 

impacts of the F-B LGA would not be cumulatively considerable under CEQA. 

Mitigation Measures 

No mitigation measures are required beyond those presented in Section 3.2.6 of this Draft 

Supplemental EIR/EIS. 
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Air Quality and Global Climate Change 

The California Air Resources Board divides California geographically into air basins for the 

purpose of managing the air resources of the State on a regional basis. The F-B LGA would 

traverse much of the San Joaquin Valley Air Basin, therefore, consistent with guidance from the 

San Joaquin Valley Air Pollution Control District (SJVAPCD 2015), the study area for cumulative 

air quality impacts from criteria pollutants (which are regional in nature) is the San Joaquin Valley 

Air Basin.1 Impacts of localized pollution, including carbon monoxide and particulate matter, were 

evaluated for an area specific to the vicinity of the project alignment. Impacts associated with 

ballast hauling outside the San Joaquin Valley Air Basin were evaluated at the project level in

Section 3.3 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014). The 

study area for greenhouse gas (GHG) emissions encompasses the State of California to evaluate 

potential changes in air quality from large-scale, nonlocalized impacts, such as HSR power 

requirements, changes in air traffic, and project conformance with the State Implementation Plan. 

Both study areas are discussed in Section 3.3 of the Fresno to Bakersfield Section Final EIR/EIS

(Authority and FRA 2014: page 3.3-14). 

Construction

As discussed in Section 3.3, Air Quality and Global Climate Change, of this Draft Supplemental 

EIR/EIS, air quality construction impacts associated with the HSR project would be above the 

SJVAPCD significance thresholds for regional criteria pollutants, including the ozone precursors 

nitrous oxide and volatile organic compounds, and carbon monoxide. Together with other projects 

within the study area, these impacts would be cumulatively significant under CEQA. Other 

projects in the region include large solar projects such as Lost Hills, Maricopa, Smyrna, Goose 

lake, Elk Hills, and Orion Solar Projects; water pipeline and storage projects like the Buena Vista 

Water District Northern Area Project, Westside Pipelines Project, and Kern Water Bank Storage 

Project; transportation projects like the California Department of Water Resources Seismic Bridge 

Retrofits and the BNSF Railway/UP Railroad Mojave Subdivision Tehachapi Rail Improvement 

Project; and the Bakersfield General Plan Update and Shafter General Plan Update. However, 

with implementation of mitigation measures AQ-MM#1, AQ-MM#2, and AQ-MM#4 identified in 

Section 3.3.9 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 

3.3-86), the project’s emissions would be net zero with offsets. Therefore, consistent with the 

SJVAPCD 2015 Guidance for cumulative impacts analysis, the F-B LGA’s incremental 

construction contribution to cumulative regional air quality impacts after mitigation would not be 

cumulatively considerable under CEQA. 

Section 3.3 of this Draft Supplemental EIR/EIS similarly describes localized construction impacts 

associated with the F-B LGA. The localized impacts from asbestos and lead-based paint 

exposure would be less than significant under CEQA because lead-based paint and asbestos will 

be handled and disposed of in accordance with applicable standards and a project-specific health 

and safety plan. Construction of the HSR alignment, F Street Station, and maintenance of 

infrastructure facility could also potentially expose sensitive receptors to health impacts from 

elevated concentrations of criteria pollutants and cancer risks associated with toxic air 

contaminants. However, air dispersion modeling and health risk assessments estimate that 

concentration levels and health risks would be below applicable standards and, therefore, 

localized air quality impacts associated with the construction of the alignment, F Street Station, 

and maintenance of infrastructure facility would be less than significant under CEQA. Air 

dispersion modeling conducted for the concrete batch plants associated with the HSR project

determined that the localized air quality impacts from concrete batch plants would be significant 

under CEQA to sensitive receptors within 1,000 feet of the batch plant. Mitigation measure AQMM# 3 identified in Section 3.3.9 of the Fresno to Bakersfield Section Final EIR/EIS (Authority 

1 The San Joaquin Valley Air Basin includes eight counties in California’s Central Valley: San Joaquin, 

Stanislaus, Merced, Madera, Fresno, Kings, Tulare, and a portion of Kern. The San Joaquin Valley Air Basin

is governed by the San Joaquin Valley Air Pollution Control District. 
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and FRA 2014: pages 3.3-87 and 3.3-88) would reduce the localized air impact to sensitive 

receptors to a less than significant level under CEQA by ensuring concrete batch plants are sited 

at least 1,000 feet from sensitive receptors. AQ-MM#3 would also require the utilization of typical 

control measures to reduce fugitive dust, which would reduce particulate matter concentrations to 

a less than significant level under CEQA. For these reasons, the F-B LGA’s incremental 

construction contribution to cumulative localized air quality impacts after mitigation would not be 

cumulatively considerable under CEQA.

Operations

Overall, the F-B LGA would decrease GHG emissions by reducing vehicle and aircraft trips and 

also would result in a net reduction in carbon dioxide emissions as described in Section 3.3, Air 

Quality, of this Draft Supplemental EIR/EIS. This reduction in GHG emissions would more than 

offset the increase in GHG emissions associated with the project. The F-B LGA would result in a 

net decrease in GHG, carbon monoxide, particulate matter less than 10 microns in size, and 

particulate matter less than 2.5 microns in size emissions over the no project conditions with 

operation. Thus, the F-B LGA reduces the cumulative condition for the study area and offsets a 

portion of the incremental cumulative impacts for other projects. A detailed discussion of 

operational impacts can be found in Section 3.3, Air Quality, of the Fresno to Bakersfield Section 

Final EIR/EIS (Authority and FRA 2014: page 3.3-57). Because no operational GHG impacts 

would occur with the F-B LGA, there is no contribution to cumulative impacts.

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-9).

Summary of Impacts

The F-B LGA, when considered in combination with other large projects that may be constructed 

concurrently and within the vicinity, could result in similar cumulative air quality impacts to those 

discussed in Section 3.19 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 

2014: page 3.19-9). As such, the air quality impacts associated with the F-B LGA in combination 

with these other regional projects would not be cumulatively considerable under CEQA after 

mitigation. Mitigation Measure AQ-MM#4, which was required for the May 2014 Project and which 

would also be required for the F-B LGA, would offset construction emissions above the SJVAPCD 

thresholds for ozone precursors and particulate matter through the Voluntary Emission Reduction 

Agreement (VERA). With this mitigation measure, the F-B LGA’s incremental contribution to air 

quality impacts would not be cumulatively considerable under CEQA. 

Mitigation

No additional mitigation is required.

Noise and Vibration

Consistent with the analysis conducted for the Fresno to Bakersfield Section Final EIR/EIS

(Authority and FRA 2014: page 3.19-16), and FRA and Federal Transit Administration guidelines, 

the study area for the cumulative analysis of noise is 2,500 feet and vibration is 275 feet on either 

side of the centerline of the F-B LGA project. The noise screening distance of 1,300 feet was 

replaced by a screening distance of 2,500 feet because the proposed HSR operations are 

projected to operate at 225 trains per day (northbound and southbound trips combined) 

compared to operations of 50 trains per day (northbound and southbound trips combined) 

assumed for the FRA screening distance of 1,300 feet. The study area was determined based on 

the screening distances defined by the FRA (FRA 2012) and project-specific conditions. If 

sensitive receivers are located outside of this analysis area, FRA has determined that noise and 

vibration impacts would be unlikely. Potential noise and vibration impacts within the study area 

related to the F-B LGA are described in Section 3.4 of this Draft Supplemental EIR/EIS. 

Concentrations of residences and other potential noise- and vibration-sensitive receivers exist in 

the cities of Shafter and Bakersfield and the community of Oildale. Outside of these urban and 

suburban areas, land is mostly agricultural, with scattered sensitive receivers. Existing measured 

day-night sound levels ranged from 47.7 to 80.9 A-weighted decibels day-night sound levels. 
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Sources of existing noise and vibration along the F-B LGA include freight trains, Amtrak

passenger trains, and truck and automobile traffic on highways. 

Construction

It is possible that multiple projects in the urban areas in close proximity to the F-B LGA, such as 

the Gossamer Grove Development in the City of Shafter, and the cluster of development sites 

within central and east Bakersfield, would be under construction at the same time as the F-B LGA

and could contribute to higher cumulative construction noise impacts. 

Portions of the F-B LGA that extend through predominantly rural agricultural areas would 

contribute to fewer cumulative construction-noise impacts than those in urban areas because 

there are fewer existing and anticipated additional sensitive receivers, based on the reasonably 

foreseeable future projects in rural areas. 

Construction of elevated sections of the F-B LGA is likely to require pile driving, which has both 

vibration and noise impacts. It is possible that other projects in urban areas that are in close 

proximity to elevated sections of the F-B LGA would also require pile driving. This is most likely to 

occur in the City of Bakersfield where the F-B LGA is elevated throughout the community, with 

several future projects in proximity including the Baker Street Village Redevelopment Project and 

development under the HSR SAP, as well as transportation projects such as the Hageman 

Flyover and 24th Street Improvements. 

Construction of the F-B LGA concurrently with these future projects could result in exceedance of 

significance thresholds for noise and vibration at adjacent sensitive receivers defined in Section 

3.4.3.3 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.4-5). 

The F-B LGA’s incremental contribution would be cumulatively considerable under CEQA. 

Operations

The HSR system operations would create long-term noise impacts from the introduction of a new 

transportation system as described in Section 3.4.4 of this Draft Supplemental EIR/EIS. In 

combination with noise impacts of other projects in the study area, the F-B LGA’s impacts would 

be cumulatively significant and the incremental impacts would be cumulatively considerable

under CEQA. 

Several planned transportation projects listed in Appendix 3.19-B could have the potential to 

increase vibration levels in the study area, such as the Hageman Flyover and 24th Street 

Improvements. However, there would be no significant vibration impacts created by the project, 

so the F-B LGA’s contribution to cumulative vibration impacts would be minimal. Therefore, the FB LGA’s contribution to vibration impacts would not be cumulatively considerable under CEQA. 

Cumulative operational noise and vibration impacts of the HSR System are discussed in further 

detail in Section 3.19 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 

2014: page 3.19-14). 

Summary of Impacts

When considered in combination with other large projects that may be constructed concurrently 

and within the vicinity, the F-B LGA would result in similar cumulative construction-related and 

operational noise and vibration impacts to those discussed in Section 3.19 of the Fresno to 

Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.19-16). The project, in 

combination with other projects in the study area such as residential and commercial construction 

particularly in the cities of Shafter and Bakersfield and the community of Oildale, as well as in 

unincorporated Kern County, would contribute to cumulatively significant noise impacts under 

CEQA, and its incremental contribution would be cumulatively considerable, even after mitigation. 

The project would not contribute to cumulatively considerable vibration impacts. 

Mitigation

During construction and operation, even with implementation of mitigation measures for noise

provided in the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.19-
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17) and Section 3.4.6 of this Draft Supplemental EIR/EIS, the project’s contribution to cumulative

effects of construction and operational noise would be cumulatively considerable under CEQA. 

This contribution would result because there would be some sensitive receptors near the F-B 

LGA for which additional mitigation would not be practical because construction of a sound barrier

is not economically feasible and there is no practical amount of sound insulation that can be 

added to the structure to reduce interior noise levels to acceptable standards. While it is not 

feasible to fully mitigate operational noise impacts, construction noise may be reduced through 

coordination with other agencies during construction. Therefore, Mitigation Measure CUM-N&VMM#1 will be implemented as follows:

CUM-N&V-MM#1: Consult with agencies regarding construction activities. To minimize the 

potential overlapping noise-generating construction activities within the 

same area, the Authority would consult with local city and county 

planning department and other agencies as determined necessary. 

Consultation would entail notifying the departments/agencies regarding 

the anticipated HSR construction schedule and would allow for 

adjustment of construction schedules for adjacent projects or projects in 

close proximity to the HSR alignment, to the extent feasible.

Electromagnetic Fields and Electromagnetic Interference

The study area for the cumulative analysis of electromagnetic fields (EMF) and electromagnetic 

interference (EMI) is 200 feet on either side of the centerline of the F-B LGA and HSR

transmission supply lines. This study area was selected because computer modeling shows that 

the EMF level associated with HSR facilities would decrease to a level below 2 milligauss at 200 

feet. Based on the Electromagnetic Field Footprint Report (Authority and FRA 2010) prepared for 

the proposed project, 2 milligauss is used as a screening level for potential disturbance to 

unshielded sensitive equipment. In addition, early epidemiological studies have shown that 

2 milligauss is the lowest level of chronic, long-term magnetic field exposure with no statistical 

association with a disease outcome (Savitz et al. 1988; Severson et al. 1988). 

Construction

As discussed in Section 3.5 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and 

FRA 2014: page 3.5-14), existing standards for human exposure to EMF or EMI would not be 

exceeded during construction within the mainline right-of-way of the HSR, let alone those outside 

the right-of-way. Because the past, present, or foreseeable future projects in the study area are 

construction projects with the same types of impacts that would result from construction of the 

HSR project, and because these projects would not result in the types of activities that may cause 

general EMF or EMI interferences during operation, the projects would not approach the 

standards for human exposure to EMF. Therefore, those projects in combination with the HSR

project would not result in cumulatively significant EMF impacts to humans under CEQA. 

Operations

As discussed in Section 3.5 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and 

FRA 2014: page 3.5-17), radio systems used for the project would comply with standards that 

have been established to prevent interference with other neighboring communications systems. 

These standards are listed in Appendix 2-D of the Final EIR/EIS. Other past, present, and 

foreseeable future projects using electromagnetic communications systems also must comply 

with these standards. Therefore, those projects in combination with the HSR project would not 

result in cumulatively significant EMF/EMI impacts to communications equipment under CEQA. 

For the F-B LGA, the potential sensitive locations identified are the San Joaquin Community 

Hospital, the Bakersfield Memorial Hospital, and associated imaging and diagnostic medical 

facilities near both of the hospitals. However, all of these medical facilities are greater than 1,000 

feet from the proposed F-B LGA. At these distances, these facilities would not be impacted by

any HSR-produced EMF/EMI, and thus, there is no contribution to cumulative impacts. F-B LGA

EMF/EMI impacts are not significant or under CEQA. 
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Summary of Impacts

EMI/EMF impacts associated with F-B LGA implementation would not contribute to cumulatively 

considerable EMI/EMF impacts under CEQA. 

Mitigation

No mitigation is required.

Public Utilities and Energy

As with the analysis of public utilities and energy provided for the May 2014 Project, this analysis 

for the F-B LGA uses one study area for utilities, and a different study area for energy generation 

and transmission. The study area for evaluating conflicts with public utilities consists of the 

construction footprint (area of temporary disturbance during project construction) as well as the 

project footprint (area of permanent disturbance associated with project features), and includes 

surface, subsurface, and overhead utilities. The cumulative study area for energy encompasses 

the State of California to evaluate potential changes in public utilities and energy requirements 

from large-scale, non-localized impacts, such as HSR power requirements. 

Coordination with utility providers would take place throughout project construction. The Authority 

and all other developments in the San Joaquin Valley would adhere to standard practices for 

provision and relocation of utilities. This includes location and marking of utilities prior to 

construction, design and relocation of utilities, where necessary, under the supervision of the 

utility provider prior to the initiation of project construction, and planning and notification of any 

utility interruptions prior to connecting project facilities to existing utilities or tying in relocated 

utility infrastructure to the existing utility system.

The cumulative impacts of public utilities and energy policies are discussed in Section 3.19 of the 

Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.19-18). 

Construction

The cumulative construction-related impacts to public utilities and energy are similar between the 

May 2014 Project and the F-B LGA. 

Construction of the F-B LGA in combination with other past, present, and reasonably foreseeable 

future projects would not result in cumulatively significant impacts under CEQA to public utilities. 

Access to utilities will be maintained during construction of the F-B LGA with minimal disruptions

associated with coordinated outages when needed to install or interconnect new utility 

infrastructure. Construction of the F-B LGA would require changes to electrical interconnection 

facilities to power operation of the HSR System. Construction activities would increase temporary 

energy demands, which would be paid back during the first four years of project operation; the FB LGA would not require significant additional electrical capacity. The F-B LGA would use less 

water during construction than existing water uses, therefore, the project would not cumulatively 

contribute to impacts on water infrastructure and resources. The amount of construction waste 

that would be generated over the life of the project (estimated at 468,000 cubic yards) would be 

diverted from landfills by reusing or recycling as much as 75 percent of the waste. This estimate 

is an extrapolation based on the length of the F-B LGA. The remaining approximately 117,000

cubic yards of solid waste represents 0.5 percent of the annual landfill capacity in the project area 

and therefore would incrementally contribute to cumulative impacts on solid waste but these 

impacts would not be cumulatively significant under CEQA. Construction impacts to public utilities

and energy would not be cumulatively considerable under CEQA.

Operations

Cumulative operations-related impacts to public utilities and energy are also consistent with the 

May 2014 Project. 

Similar to the May 2014 Project, operation of the F-B LGA together with past, present, and 

reasonably foreseeable projects would not result in significant cumulative impacts under CEQA to 

public utilities and energy. Operation of the F-B LGA would increase demand for electricity to 
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operate the proposed trains, but would remove less energy-efficient cars and planes from the 

system, and would therefore result in an overall savings in energy, such that operation of the F-B 

LGA would not be cumulatively considerable with respect to energy use. The F-B LGA would 

reduce water demand within the study area by converting it from agricultural land use to a 

transportation use, offsetting project operation water use and partially offsetting water use 

associated with regional growth. Therefore, the project would not result in a contribution to a 

cumulative impact on water demand. Future cumulative demand for wastewater treatment would 

be cumulatively significant; however, the incremental contribution of the HSR facilities to this 

cumulative impact would not be cumulatively considerable under CEQA because the F-B LGA

would reduce water demand within the study area, offsetting project operation water use and

associated wastewater generation. Operational impacts to public utilities and energy would not be 

cumulatively considerable under CEQA. 

Summary of Impacts

Construction and operations effects of the F-B LGA in combination with other past, present, and 

reasonably foreseeable future projects would not result in cumulatively significant impacts under 

CEQA to electricity demand, solid waste disposal/recycling or water demand. Effects of the F-B 

LGA in combination with other past, present, and reasonably foreseeable future projects would 

have cumulatively significant impacts for wastewater treatment. However, the incremental 

contribution of the HSR facilities to this cumulative impact would not be cumulatively considerable 

under CEQA. 

Cumulative impacts on groundwater levels during operations are discussed below under 

Hydrology and Water Resources. 

Mitigation 

No mitigation is required. 

Biological Resources and Wetlands

The study area for the biological resources cumulative impact analysis considers the habitats and 

features of the Tulare Lake Basin; specifically, three United States Geological Survey Hydrologic 

Unit Code Eight-digit sub-watershed basins (Figure 3.7-2 in this Draft Supplemental EIR/EIS):

• Tulare–Buena Vista Lakes Watershed (18030012)

• Upper Poso Watershed (1803004)

• Middle Kern–Upper Tehachapi–Grapevine Watershed (1803003)

Background and description of the Tulare Basin is available in Section 3.7 of the Fresno to 

Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.7-22). 

For wetlands, the study area includes the project footprint plus a 250-foot area. The SpecialStatus Plant Study Area is the project footprint plus a 100-foot buffer. The Habitat Study Area is 

the project footprint plus a 1,000-foot buffer. The study areas and methods for direct and indirect 

impacts related to the F-B LGA are described in detail in Section 3.7, Biological Resources and 

Wetlands, of this Draft Supplemental EIR/EIS. 

Existing development trends affecting biological resources are expected to continue and 

potentially further degrade some natural systems because development, such as new residential 

communities, agriculture production, and transportation infrastructure, would convert

undeveloped habitat to other uses. In addition, the developments would degrade remaining 

habitat through pollution, noise, and dust; would threaten species with mortality from vehicle

strikes and habitat fragmentation; and would degrade or remove jurisdictional waters. 

Construction

Construction of the F-B LGA in combination with other past, present, and reasonably foreseeable 

projects may result in: 

• The loss of special-status plant and wildlife species within the Tulare Lake Basin at temporary

construction sites such as laydown and staging areas. Future projects within this region,
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which in combination with the construction impacts of the F-B LGA would be cumulatively 

significant under CEQA, include but are not limited to the Rosedale Highway improvements in 

Bakersfield, the North and West Beltway constructions in Shafter; solar projects such as Lost 

Hills, Maricopa, Smyrna, Goose Lake, Elk Hills, and Orion, and water pipelines and storage 

such as the Kern Water Bank Storage Project, and various industrial, commercial, and 

residential projects in both cities. Each of these projects either is located within or crosses 

areas, which contain similar habitat requirements for special status plant and wildlife species 

also impacted by the F-B LGA. 

• The temporary destruction or degradation of special-status plant communities; impediment of

the implementation of recovery plans; temporary placement of fill, or increase in erosion,

siltation, and runoff in jurisdictional waters (e.g., seasonal wetlands); and removal or

modification of protected trees (e.g., native oaks). Cumulative impacts to jurisdictional

wetlands and waters may be caused by the combined construction of numerous

transportation and development projects, such as the solar and water storage projects listed

above. Additionally, the construction of the portion of the Fresno to Bakersfield Project north

of the F-B LGA and the adjacent Bakersfield to Palmdale HSR section to the south would

contribute to the net loss of other habitats of concern in the cumulative study area.

Cumulative impacts to recovery plans, such as the Recovery Plan for Upland Species of the

San Joaquin Valley, California (United States Fish and Wildlife Service 1998), as well as the

additional removal of protected trees as a result of past, present, and foreseeable projects,

including those listed above, would be cumulatively significant under CEQA.

• The placement of wildlife movement barriers or increased lighting, noise, and activity within

and near construction staging areas, which would interrupt wildlife movement corridors. The

F-B LGA intersects one wildlife movement corridor: the Kern River linkage. The Kern River

linkage is discussed in further detail in Section 3.7 of this Draft Supplemental EIR/EIS and in

Section 3.7.4.6 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014:

Page 3.7-44). Other foreseeable projects that would contribute to this impact include, but are

not limited to, the Hageman Flyover and the Rosedale Highway improvements in Bakersfield,

and the North and West Beltway constructions in Shafter. These linear projects would

contribute to impacts on wildlife movement corridors in the region. Additionally, the

construction of the portion of the Fresno to Bakersfield Project north of the F-B LGA and the

adjacent Bakersfield to Palmdale HSR section to the south would contribute to limiting wildlife

movement. The combination of these projects with the F-B LGA would be cumulatively

significant under CEQA. However, a viaduct will span the Kern River linkage, which would

allow wildlife movement during ground-disturbing activities. There would also be measures to

aid in predation prevention for vulnerable wildlife using the Kern River linkage including use

of wildlife exclusion fencing and a Construction Avoidance and Minimization Plan that will

limit construction and avoid permanent fencing in this area. All of this avoidance and

mitigation corresponds with Fresno to Bakersfield Section Final EIR/EIS BIO-MM#52

(Authority and FRA 2014, pages 3.7-194). Implementation of these measures would mean

that the incremental impacts of the F-B LGA construction to biological resources would not be

cumulatively considerable under CEQA.

Operations

Operation of the F-B LGA in combination with other past, present, and foreseeable projects could 

result in permanent habitat loss (including loss of special-status plant and wildlife species);

permanent placement of fill, increasing erosion, siltation and runoff in jurisdictional waters; habitat 

fragmentation (including placement of wildlife movement barriers within the cumulative project 

area); the introduction of invasive species; and harassment due to increased noise, lighting, and 

human disturbance similar to those discussed above under Construction. Along with other 

projects in the area (see Construction above), particularly the growth of the cities of Shafter and 

Bakersfield reflected in their General Plans and the resultant road improvements such as the 

North and West Beltways in Shafter, these impacts would be cumulatively significant under 

CEQA. The F-B LGA would adopt the mitigation measures developed for biological resources 

and wetlands in the Fresno to Bakersfield Section Final EIR/EIS, as listed in Section 3.7.9, Table 
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3.7-27 (Authority and FRA 2014: page 3.7-233). With implementation of these mitigation 

measures, the incremental operations impacts of the F-B LGA to biological resources would not 

be cumulatively considerable under CEQA. 

Summary of Impacts

Construction of past, present, and reasonably foreseeable projects, together with the F-B LGA, 

would result in significant cumulative impacts to biological resources under CEQA. However, 

construction impacts associated with the F-B LGA would be mitigated: construction sites would 

be located to avoid biological resources to the extent possible, and other minimization and 

mitigation measures would be implemented to reduce habitat loss and impact, as well as to 

restore and enhance impacted habitats; therefore, the project contribution would not be 

cumulatively considerable under CEQA.

The F-B LGA’s operational impacts in combination with past, present, and reasonably 

foreseeable projects would result in significant cumulative impacts to biological resources under 

CEQA. However, mitigation measures, provided for the May 2014 Project and applicable to the FB LGA, will restore, enhance, and preserve jurisdictional waters and riparian habitats, as well as 

other habitat occupied by special-status plant and wildlife species (see Section 3.7.7 of the 

Fresno to Bakersfield Section Final EIR/EIS, Authority and FRA 2014). Habitat preservation in 

combination with restoration, enhancement, and preservation of jurisdictional waters will maintain 

or improve biological resources in the region over existing conditions. The F-B LGA’s incremental 

contribution to the impacts on biological resources, therefore, would not be cumulatively 

considerable under CEQA. 

Mitigation

No further mitigation is required.

Hydrology and Water Resources

Issues addressed in hydrology and water resources include surface water, groundwater, 

floodplains, and water quality. The project area lies within the South Valley Floor in the Tulare 

Lake Basin. The South Valley Floor of the Tulare Lake Basin, which is under the jurisdiction of the 

Central Valley Regional Water Quality Control Board, is the study area for the cumulative effects 

of the F-B LGA on hydrology and water resources. 

The cumulative impact analysis for hydrology and water quality is based on the planned and 

potential project lists (Appendices 3.19-A and 3.19-B) as well as plans/projections of groundwater 

pumping and urban development. Projects in the study area with potentially cumulative impacts 

include solar projects like Lost Hills, Smyrna, Goose Lake, Elk Hills, and Orion; commercial and 

residential development in the area such as the Bakersfield Crossroads Plaza project and the 

Gossamer Grove and Mission Lakes Specific Plans; and water storage and wastewater treatment 

facilities. Projections of groundwater pumping are contained in the California Water Plan 

(California Department of Water Resources 2009, 2013) and in urban water master plans 

developed by the cities, counties, and water supply districts (see Table 3.8-1 of the Fresno to 

Bakersfield Section Final EIR/EIS, Authority and FRA 2014: page 3.8-7) in the study area. 

Projections of increasing urbanization and changes to land use are described in Section 3.18 of 

this Draft Supplemental EIR/EIS. 

Past, present, and reasonably foreseeable projects that could cumulatively affect hydrology and 

water resources in the study area include transportation projects with new or altered river or creek 

crossings such as the Centennial Corridor and Oak Street and 24th Street Expansion at the Kern 

River; projects at or near floodplains like the Bakersfield Commons as well as other development 

projects intended to meet with growing population demands; and other projects in areas with 

perched or shallow groundwater. 

Construction
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Construction activities associated with the F-B LGA would alter existing drainage patterns of 

natural water bodies. During construction, the F-B LGA would be required to comply with the 

Construction General Permit, which requires the preparation of a Stormwater Pollution Prevention 

Plan to identify project-specific construction BMPs to be implemented as part of the project. The 

Stormwater Pollution Prevention Plan would be prepared prior to construction and would describe 

temporary drainage patterns within the construction sites and identify storm water discharge 

locations from the construction sites to the existing drainage system. In-water work during 

construction would be performed during the dry season and would require the use of cofferdams. 

Therefore, construction activities associated with the F-B LGA would not contribute to cumulative 

impacts under on natural water bodies under CEQA. 

Construction in a floodplain could temporarily impede or redirect flood flows because of the 

presence of construction equipment and materials in the floodplain. Standard measures, including 

BMPs, would be implemented during construction to minimize impacts to floodplains, as specified 

in Mitigation Measure HWR-MM-#1, described in Section 3.8 of this Draft Supplemental EIR/EIS. 

With implementation of HWR-MM-#1 and HYD-AM-#5, impacts to floodplains would be mitigated 

below a level of significance, therefore, incremental impacts to floodplains from construction 

would not be cumulatively considerable under CEQA.

Construction activities associated with the F-B LGA would affect surface water quality. During 

construction, the F-B LGA would be required to comply with the Construction General Permit, 

which requires the preparation of a Stormwater Pollution Prevention Plan to identify projectspecific Construction BMPs to be implemented as part of the project, as described in Avoidance 

and Minimization Measure HYD-AM #3. Construction BMPs include, but are not limited to, 

Erosion and Sediment Control BMPs designed to minimize erosion and retain sediment on site 

and Good Housekeeping BMPs to prevent spills, leaks, and discharges of construction debris and 

waste into receiving waters. In-water work during construction would be performed during the dry 

season and would require the use of cofferdams. Therefore, construction activities associated 

with the F-B LGA would not contribute to cumulative impacts under on surface water quality

under CEQA. 

Agricultural and municipal water use accounts for more than 4 million acre-feet per year of 

groundwater extraction within the Tulare Lake basin. The F-B LGA would account for a maximum 

of about 68-acre feet per year of potential direct groundwater use. Additionally, the average 

annual water use over the construction period would be significantly less than existing demand 

due to the elimination of water use for existing agricultural purposes within the F-B LGA 

construction footprint. The F-B LGA would not contribute to cumulative impacts to groundwater 

levels under CEQA. 

Operations

Development of the F-B LGA would alter existing drainage patterns of natural water bodies due to 

the placement of fill, construction embankments, retaining walls, elevated and viaduct structures, 

concrete track bed, and new underpasses, overpasses, and roadways. The proposed drainage 

system would collect, convey, and discharge surface runoff from the track right-of-way through a 

network of channels, ditches, and culverts while maintaining the existing drainage pattern to the 

maximum extent practicable. Additionally, the new drainage facilities would incorporate 

vegetation or gravel linings to control erosion and decrease the velocity of storm water runoff. 

Where the F-B LGA travels through urban areas primarily consisting of impermeable surfaces, 

existing drainage systems would convey track runoff, maintaining the existing drainage pattern. 

Due to the design elements of the F-B LGA, it would not contribute to cumulative impacts on 

natural water bodies under CEQA. 
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Placement of fill within the floodplain would reduce storage capacities and reduce the 

effectiveness of existing flood protection. Operation of the F-B LGA, in conjunction with other 

past, present, and reasonably foreseeable projects would be cumulatively significant under 

CEQA. With the implementation of HWR-MM-#2 and HYD-AM-#2, impacts to floodplains would 

be minimized below a level of significance; therefore, incremental impacts to floodplains would 

not be cumulatively considerable under CEQA. 

Operational activities associated with the F-B LGA would affect surface water quality. The project 

would not introduce new pollutants into the surface waters; however, it would result in a net 

increase of approximately 147 acres in impervious surface area, which would increase the total 

amount of pollutants reaching these waters. Operation of the F-B LGA, in conjunction with other 

past, present, and reasonably foreseeable projects would be cumulatively significant under 

CEQA. With implementation of HYD-AM #1, incremental impacts to surface water quality would 

not be cumulatively considerable.

Even though the presence of the F-B LGA would increase the amount of pollutants associated 

with rail operations in the study area, operational activities would not affect groundwater quality 

because there would not be a direct path for operational-related contaminants to reach 

groundwater due to the depth of groundwater near the F-B LGA. The F-B LGA would not 

contribute to cumulative impacts to groundwater levels under CEQA. 

Summary of Impacts

Other than floodplains, the construction impacts on water resources of the F-B LGA would not be 

cumulatively significant under CEQA. 

The operational impacts on natural water bodies and groundwater of the F-B LGA would not be 

cumulatively significant under CEQA. 

The construction and operational impacts on floodplains and operational impacts on surface 

water quality of the F-B LGA in combination with other past, present, and reasonably foreseeable 

future projects could potentially be cumulatively significant under CEQA. However, the 

incremental contribution from the proposed project would not be cumulatively considerable under 

CEQA. 

Mitigation

No mitigation is required.

Geology, Soils, Seismicity, and Paleontological Resources

The study area for the cumulative analysis of geology, soils, and paleontology is the central San 

Joaquin Valley. Some geologic and seismic hazards, such as soil failures (e.g., adequacy of loadbearing soils), settlement, corrosivity, shrink-swell, erosion, and earthquake-induced liquefaction 

risks, are limited to the project site level and are not cumulatively additive across projects; 

therefore, these issues are not analyzed below. However, other issues such as seismicity, 

faulting, and dam failure inundation are additive across the cumulative project list and are 

therefore analyzed below. Impacts to these resources are assessed at a broader regional level

(the San Joaquin Valley), which defines the study area. 

Construction

Construction of development projects and infrastructure/transportation projects listed in 

Appendices 3.19-A and 3.19-B would require aggregate, ballast rock, concrete, and steel 

reinforcement; however, not all of these materials would originate from within the study area. It is 

anticipated that sufficient materials would be available to meet the demands of the project in 

combination with other proposed projects in the area. In the context of the amount of aggregate 

resources in the region, the cumulative impact would not be cumulatively considerable under 

CEQA.”
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The potential for the HSR project to affect paleontological resources in combination with other 

past, present, and reasonably foreseeable projects would be cumulatively significant under 

CEQA; therefore, mitigation measures would be implemented to require monitoring during 

construction, and to halt ground-disturbing activities should paleontological resources be 

encountered. With implementation of these mitigation measures, incremental impacts to 

paleontology would not be cumulatively considerable. As discussed in Section 3.9 of this Draft 

Supplemental EIR/EIS, no mitigation measures beyond those in the Fresno to Bakersfield Section 

Final EIR/EIS would be necessary for the F-B LGA. 

The F-B LGA’s construction impacts on geology would not be cumulatively significant under 

CEQA. 

The F-B LGA’s construction impacts on soils would not be cumulatively significant under CEQA. 

The F-B LGA’s construction impacts on seismicity would not be cumulatively significant under 

CEQA. 

Operations

Seismically induced dam failure could result in flooding in large areas of the south San Joaquin 

Valley, which would be considered a secondary seismic hazard (see Section 3.9.4.2, Geology, 

Soils, and Seismicity, of this Draft Supplemental EIR/EIS). 

Cumulative impacts have not changed from the Fresno to Bakersfield Section Final EIR/EIS, and 

are discussed in further detail in Section 3.19 of the Fresno to Bakersfield Section Final EIR/EIS

(Authority and FRA 2014: page 3.19-32). An updated list of cumulative projects for the F-B LGA is 

located in Technical Appendices 3.19-A and B. 

The F-B LGA’s operation impacts on geology, soils, seismicity and paleontological resources, in 

combination with other past, present, and reasonably foreseeable future projects, would not be 

cumulatively significant. Through implementation of standard engineering design measures and 

BMPs the project would not be cumulatively considerable under CEQA.

Summary of Impacts

In combination with other projects in the study area, the impacts of the F-B LGA on geology, soils, 

seismicity would not be cumulatively significant under CEQA. In combination with other projects 

in the study area, the impacts of the F-B LGA on paleontology would have cumulatively significant 

impacts under CEQA. However, with implementation of mitigation measures, incremental impacts 

to paleontology would not be cumulatively considerable under CEQA.

Mitigation 

No mitigation is required.

Hazardous Materials and Wastes

The study area for the cumulative analysis of hazardous materials and waste extends 1 mile on

either side of the F-B LGA and the potential station area. Additionally, analysts attempted to 

identify potential large or regionally important hazardous materials sites (such as Comprehensive 

Environmental Response, Compensation, and Liability Act National Priorities List sites) within the 

11-mile buffer where the extent of the site or contamination could extend well beyond the mapped 

address, or sites outside the 11-mile buffer where the extent of the contamination could reach 

locations within the study area; however, the database search results did not identify any such 

sites. Based on this approach, this study area encompasses the areas where project impacts 

from hazardous materials would be greatest. The study area for direct and indirect impacts 

related to the F-B LGA is described in more detail in Section 3.10.2, Hazardous Materials and 

Wastes of this Draft Supplemental EIR/EIS. 

Construction

With the inclusion of compliance requirements, construction of the F-B LGA and past, present, 

and reasonably foreseeable projects would not have a cumulatively significant effect under CEQA
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on the regional transportation, use, storage, and disposal of hazardous materials and petroleum 

products (such as diesel fuel, lubricants, paints and solvents, and cement products containing 

strong basic or acidic chemicals). 

Operations

Households, industrial sites, and agricultural operations use hazardous materials and generate 

hazardous waste. Projects that are anticipated to occur under the cumulative condition would 

contribute incrementally to the transportation, storage, use, and disposal of hazardous 

substances within the study area. The F-B LGA would increase use of hazardous materials

because the facilities associated with the Alternative, including the station area, would use, store, 

and dispose of minor amounts of hazardous materials and petroleum products on a regular basis. 

However, compliance with regulatory requirements described in Section 3.10 would minimize the 

risk of release and exposure to hazards, reducing potential impacts. Operation of the F-B LGA

would therefore not have cumulatively significant impacts under CEQA to the regional 

transportation, use, storage, and disposal of hazardous materials.

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-32). 

Summary of Impacts

Compliance with regulatory requirements would minimize the risk of release and exposure to 

hazards and would reduce potential impacts from projects constructed and operated under the 

cumulative condition. Therefore, while the cumulative hazardous materials impacts of the F-B 

LGA and past, present, and reasonably foreseeable projects would be cumulatively significant 

under CEQA, they would not be cumulatively considerable. 

Mitigation

No mitigation is required.

Safety and Security

This section addresses issues pertaining to increased demand for emergency response services 

and travel safety, including roadway connectivity for provision of emergency services, as well as 

crime, risk of fire, and other safety impacts. The study area for the cumulative analysis of safety 

and security includes the transportation system and fire protection, law enforcement, and other 

emergency response service areas in Kern County and the Cities of Shafter and Bakersfield. This 

study area allows a review of other projects under the cumulative condition that would affect 

emergency response and evacuation routes because of impacts on roadway connectivity and 

emergency service providers. The study area for direct and indirect impacts related to the F-B 

LGA is described in Section 3.11, Safety and Security, of this Draft Supplemental EIR/EIS. 

As described in Section 3.11, Safety and Security, Kern County Fire Department’s goal is to 

respond to calls in the City of Shafter within 7 minutes. The response goal in the rural areas of 

Kern County is approximately 15 minutes. The City of Bakersfield has a call-response goal of 7 

minutes 90 percent of the time or more. 

Construction

The construction of the F-B LGA along with other planned development and transportation

projects would require several thousand construction workers per year. However, because of the 

high unemployment rates in the region and the loss of construction jobs during the recession, the 

existing regional labor force is anticipated to be sufficient to fill the demand these jobs. 

Additionally, the F-B LGA will monitor response of local emergency providers and provide a fair 

share of cost of services to local jurisdictions operating emergency services, as needed.

Mitigation Measure S&S MM # 1, described in Chapter 3.11, Safety and Security, of this Draft 

Supplemental EIR/EIS requires that a transportation plan be developed to include assurances 

that emergency response times during construction will not be adversely affected. Therefore, 

there would be no cumulative significant impact under CEQA on emergency services during 

construction. 
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Operations

Accommodating the population growth expected by 2035 would result in a cumulative increase in 

demand for fire protection, law enforcement, and other emergency response services. The 

operation of the F-B LGA along with a large number of proposed residential projects and mixeduse residential and commercial development, such as the Bakersfield Crossroads Plaza, would 

contribute to increased demand for emergency services. 

Road closures and modified traffic routing along the F-B LGA could cumulatively contribute to 

increased response times for emergency responders. Chapter 3.2, Transportation, of this Draft 

Supplemental EIR/EIS indicates existing roads would either remain unchanged where elevated 

track would cross them or would be modified into overcrossings (a total of 40 for the F-B LGA) or 

undercrossings (a total of 2 for the F-B LGA) where at-grade track would conflict with them. Road 

segments that would be permanently closed are typically short (less than 1 mile), and access to 

properties adjacent to these closed roads would be accessible from other roads. Under existing 

conditions, the only fire station (Kern County Fire Station 32) in the City of Shafter is located 

south of the BNSF, at 325 Sunset Avenue; therefore, responses to emergencies by fire personnel 

north of the BNSF have the potential for delayed response if trains are crossing under existing 

conditions. However, the F-B LGA design in Shafter would eliminate conflicts between BNSF train 

crossings and emergency responses north of the BNSF. In the City of Bakersfield, 

implementation of the F-B LGA could contribute to an increase in response times due to redesign 

of routes. However, the Authority would coordinate with emergency responders to incorporate 

roadway modifications for the F-B LGA that maintain existing traffic patterns and fulfill response 

route needs (see Mitigation Measure S&S #1 in Chapter 3.11, Safety and Security, of this Draft 

Supplemental EIR/EIS). Therefore, there would be no cumulative significant impact under CEQA 

on emergency services during project operation.

Increased travel safety would be a cumulative benefit with the F-B LGA and other transportation

improvement projects identified in Appendix 3.19-B. These projects would improve overall safety 

in regional travel. The F-B LGA would provide a transportation option that is safe during inclement 

weather and not subject to vehicular traffic accidents. 

Overall, travel safety would increase, as both the operation of the F-B LGA and implementation of 

other transportation projects would result in the construction of grade separations, and could 

improve safety during inclement weather. Therefore, the cumulative condition would result in a 

beneficial impact to safety and security.

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-34). 

Summary of Impacts

Based on the discussion above for construction, cumulative construction demand on emergency

services and emergency response times would not be cumulatively significant under CEQA. 

Based on the discussion above for operations, cumulative operations demand on emergency 

services resulting from the F-B LGA along with other planned and potential development and 

transportation projects would not be cumulatively significant under CEQA.

Mitigation

No mitigation is required beyond that presented in Section 3.11.7 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.11-45). 

Socioeconomics and Communities

As described in Section 3.12.3, Socioeconomics and Communities, of this Draft Supplemental 

EIR/EIS, the study area for direct and indirect socioeconomic and community impacts related to 

the F-B LGA is the area within a 0.5-mile radius from the centerline of the project alignment and 

from the proposed Bakersfield F Street Station. This study area encompasses all direct and 

indirect impacts associated with socioeconomics and communities (e.g., noise, air quality, and 

visual) and includes the Property Acquisition study area, and the Agricultural study area. 
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Economic and social changes resulting from the F-B LGA are not treated as significant effects on 

the environment under CEQA per Section 15064(e) of the CEQA Guidelines; therefore, CEQA 

determinations are not provided for social and economic impacts. Other projects in the study area 

with potential socioeconomic and community impacts include the Hageman Flyover, the 

Rosedale Highway off ramp and widening, 24th Street improvements, the Centennial Corridor, 

the Gossamer Grove and Mission Lakes Specific Plans, the Bakersfield Crossroads Plaza, the 

HSR SAP, the Stockdale Integrated Banking Project, and the Garlic Company and Grimmway 

Enterprises, Inc. wastewater treatment system.

Construction

Construction of the F-B LGA along with the other projects in the study area as listed above would 

require property acquisition and displacement of homes and businesses resulting in permanent 

changes to communities. Consequently, these impacts are addressed below under Operations 

(rather than under Construction).

Construction of projects in the vicinity of the F-B LGA would contribute to cumulative impacts 

associated with the division and/or disruption of communities in the cities of Shafter and 

Bakersfield, as well as unincorporated communities in Kern County. Some projects contribute to 

the disruption of existing communities, while others like the Centennial Corridor have impacts to 

both division and disruption of existing communities. This disruption could include interference 

with established patterns of interactions among community residents, isolation of one part of a 

community from another, or disruption of residents’ access to community facilities and services.

Construction of the projects in the vicinity of the F-B LGA themselves would not displace any 

residents or impact the community’s character. However, temporary increases in traffic, changes 

in traffic patterns and access to community facilities, and construction noise and dust could occur

if the projects were constructed simultaneously with the F-B LGA. Within the City of Bakersfield’s 

urban core, a cluster of projects are in various stages within 1 mile of the F-B LGA. These 

projects include development under the HSR SAP, as well as other office, retail, and residential 

units. In the City of Shafter, there are ongoing industrial, commercial, and residential 

developments within 0.5 mile of the F-B LGA. 

Adverse construction impacts related to local roadway modifications and construction of 

industrial, commercial and residential development may temporarily disrupt community circulation 

patterns.

Circulation within rural areas and non-station areas would be impacted from road closures as a 

result of the F-B LGA in combination with the North and West Beltway constructions, and Santa 

Fe Way intersection improvements in Shafter. Access to some neighborhoods would be disrupted 

and detoured for short periods during construction. Construction of the cumulative projects would 

also require an increase in truck trips that could intensify congestion and adversely affect 

pedestrians, bicyclists, and transit due to detours, delays, or increased safety risks. See the 

Fresno to Bakersfield Section: Supplemental EIR/EIS – Transportation Analysis Technical Report

for additional details (Authority and FRA 2017).

Access to some community facilities could be modified temporarily during construction of various 

projects in proximity to the F-B LGA with the potential to inconvenience patrons and affect 

community cohesion by temporarily disrupting use of these community facilities. However, access 

would not be eliminated (except in cases where facilities would be relocated).

Construction noise and vibration associated with construction activities for local roadway and 

development projects could impact residential and commercial properties, if the projects were 

constructed simultaneously with the F-B LGA. However, overall construction noise impacts and 

construction vibration impacts on community cohesion would be nominal; noise impacts would 

not alter community interactions, access to community services and facilities, nor isolate any part 

of the community.
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Construction of the F-B LGA may incrementally contribute to community disruption/division 

impacts that are cumulatively considerable. Air quality, traffic, and noise avoidance and 

minimization measures and mitigation measures AQ-MM#1, AQ-MM#2, AQ-MM#4, N&V-MM#1, 

N&V-MM#2, and TRA-AM#8 (see Section 3.3 Air Quality, Section 3.4 Noise and Vibration, and 

Section 3.2 Transportation, of this Draft Supplemental EIR/EIS) would ensure that cumulative 

impacts to community disruption/division are not significant under CEQA. With the incorporation 

of these mitigation measures, the F-B LGA’s incremental cumulative construction impacts to 

community disruption/division would not be significant under CEQA.

Much of the area in proximity to the cumulative projects is associated with agriculture, industrial, 

and commercial areas, which are typically not areas where children congregate; therefore, the 

potential for construction activities to affect children’s health and safety is minimal. Potential 

construction-related impacts that could affect children’s health and safety include air emissions, 

traffic hazards, and use of hazardous materials in proximity to schools. Implementation of 

standard construction procedures identified in this Draft Supplemental EIR/EIS would reduce 

potential impacts to children’s health and safety due to construction of the F-B LGA to less than 

significant under CEQA. Other projects in the area would be required to implement similar 

measures. Therefore, the impacts to children’s health and safety from construction would not be

cumulatively significant under CEQA. 

Under the cumulative condition, numerous planned and potential projects would be developed to 

accommodate the population increases in Kern County projected for 2035. These projects would 

generate many construction jobs, as well as indirect and induced jobs. Construction and 

associated construction spending, particularly for the F-B LGA, would result in beneficial impacts 

on employment and sales tax revenues in the region (see Section 3.12.8.2 of the Fresno to 

Bakersfield Section Final EIR/EIS, Impacts SO #4 and SO #5, Authority and FRA 2014: pages 

3.12-57 through 3.12-59). 

The increased demand for workers and spending in the region due to these large construction 

projects would cumulatively stimulate local economies. Because of the high unemployment rates 

in the region and the loss of construction jobs during the recession, the existing regional labor 

force is anticipated to be sufficient to fill the demand for these jobs.

Economic and social changes resulting from the F-B LGA are not treated as significant effects on 

the environment under CEQA per Section 15064(e) of the CEQA Guidelines; therefore, no CEQA 

significance finding is provided for economics.

Operations

Linear infrastructure, such as transportation projects, can bisect neighborhoods and reduce 

community cohesion. Under the cumulative scenario several communities could experience 

division and/or disruption. In Bakersfield, the Centennial Corridor Project, the widening of 

Rosedale Highway and 24th Street, the HSR SAP, and the double tracking of the BNSF Railway

could result in division and disruption of communities by creating temporary or permanent barriers 

for the community. Such barriers can isolate portions of the community, separate residents from 

important community facilities or services, or alter access to such resources. However, the F-B 

LGA would be developed adjacent to existing rail and highway corridors and would not bisect or 

isolate existing communities. Therefore, the impacts to community disruption/division from 

operations would not be cumulatively significant under CEQA.

Construction and operation of the F-B LGA along with the other projects in the study area would 

require property acquisition and displacement of homes and businesses resulting in permanent 

changes to communities. The F-B LGA would contribute to the division of communities in Shafter 

and in Bakersfield’s urban communities as a result of the high numbers of residential, business 

and community facility displacements that would occur. Although the F-B LGA is located along 

existing rail and highway corridors, and thus avoids community division, and vacant residential 
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and commercial space is readily available to accommodate any relocations required by the 

construction and operation of the F-B LGA, the F-B LGA may incrementally contribute to property 

acquisition impacts that are cumulatively considerable. Mitigation measures SO-MM #1, 3, and 5 

address disruption of community cohesion and relocations. With the incorporation of these 

mitigation measures, the F-B LGA’s incremental cumulative community impacts associated with 

the displacement of residents, businesses and community facilities would not be significant under 

CEQA. 

Residential displacements required for the F-B LGA along with other projects in the study area, 

particularly in Shafter and Oildale, could result in the relocation of sensitive populations, including 

linguistically isolated households, disabled residents, and households with a female head of 

household. As described in Section 3.12, Socioeconomics and Communities, relocation plans 

and resources would take into account and address special needs of such households 

accordingly.

Economic and social changes resulting from the F-B LGA are not treated as significant effects on 

the environment under CEQA per Section 15064(e) of the CEQA Guidelines; therefore, no CEQA 

significance finding is provided for relocations of sensitive populations.

Operation and maintenance of the F-B LGA in conjunction with other planned projects would 

result in increases in employment and spending within the study area. The F-B LGA would result 

in the creation of long-term jobs associated with operation and maintenance of the project. These 

direct jobs would lead to more indirect and induced jobs as a result of the improved connectivity 

to the rest of the state. As discussed earlier, the regional workforce is anticipated to fill most of 

these new jobs and there would be no need to expand existing public services or add government 

facilities.

As described in Section 3.12.4.2 of this Draft Supplemental EIR/EIS, some reductions in property 

and sales tax revenues would occur in the short-term as a result of land acquisition and the need 

to relocate residences and businesses; however, the long-term impact would be beneficial 

because sales tax revenues would increase over the long term from operation of the F-B LGA. 

Businesses located along the F-B LGA, including those that would be relocated under the HSR

project, may receive benefits associated with economic stimulation from construction and 

operation of the project. 

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-35). 

Economic and social changes resulting from the F-B LGA are not treated as significant effects on 

the environment under CEQA per Section 15064(e) of the CEQA Guidelines; therefore, no CEQA 

significance finding is provided for economics.

Summary of Impacts

As discussed above, construction and operation of the F-B LGA and other past, present, and 

reasonably foreseeable projects would not result in a cumulatively significant impact to children’s 

health and safety under CEQA. Operation of the F-B LGA and other past, present, and 

reasonably foreseeable projects would have cumulatively significant impacts from community 

disruption/division (construction only) and displacement of residences, businesses, and 

community facilities under CEQA. However, with implementation of mitigation measures, the F-B 

LGA’s incremental impacts would not be cumulatively considerable under CEQA.

Mitigation

No further mitigation measures are required beyond those approved under the Fresno to 

Bakersfield Section Final EIR/EIS. For a discussion of the mitigation measures applicable to both 

the F-B LGA and the May 2014 Project see Section 3.12.6.1 of this Draft Supplemental EIR/EIS.
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Station Planning, Land Use, and Development

The study area for the station planning and land use cumulative impacts analysis includes the 

cities of Shafter and Bakersfield and unincorporated parts of Kern County. The HSR project is an 

undertaking of the Authority and FRA, in their capacities as state and federal agencies. As such, 

it is not required to be consistent with local plans. However, the F-B LGA’s consistency with local 

plans is described here, in order to provide a context for the project. Land uses adjoining the F-B 

LGA in rural areas are predominantly agricultural, with small areas of single-family residential and 

commercial uses also present. Non-rural land uses occur in the cities in the study area and these 

land uses include commercial, industrial, and residential.

Construction

Construction of the F-B LGA along with other cumulative projects such as the F Street Station 

area projects listed in Table 3.13-1 of this Draft Supplemental EIR/EIS, development under the 

HSR SAP, the Hageman Flyover and Rosedale Highway improvements in Bakersfield, the North 

and West Beltway constructions in Shafter, and various industrial, commercial, and residential 

projects in both cities, could result in temporary use of land for construction staging, laydown, and 

fabrication. Because lands used for temporary construction would be acquired from willing 

landowners and restored to their previous condition at the end of the construction period, longterm land uses would not change, adjacent land uses would not change, and there would not be 

a substantial change in the long-term pattern or intensity of land use incompatible with adjacent 

land uses as a result of construction of the F-B LGA. 

The F-B LGA construction in combination with the transportation projects listed above as well as 

the residential and commercial development projects like the Bakersfield Commons and the 

Bakersfield Crossroads would result in a cumulatively considerable impact to land use. However, 

project-specific mitigation measures, regulations, and best practices pertaining to construction 

equipment emissions, dust, traffic, noise and vibration, and lighting and glare would reduce 

potential project construction impacts to land uses. These measures would minimize the 

disruption of land use by minimizing adjacent traffic, dust, noise, and visual effects. In addition, 

these impacts would be temporary in duration. Therefore, the F-B LGA’s incremental impacts 

would not be cumulatively considerable under CEQA. 

Operations

Operation of the F-B LGA, along with other projects in the study area, would result in land use 

changes, particularly from agricultural uses to transportation uses. Additionally, planned changes 

in transportation systems, including projects described above, would affect land uses either 

directly through acquisition of properties, or indirectly by providing new or improved access. 

Changes in land use in agricultural areas would not change the surrounding land uses, however, 

and the F-B LGA would largely follow the existing BNSF Railway tracks, minimizing disruption of 

land use.

Under the cumulative condition, roadway improvements provided for in regional transportation

plans would typically reduce congestion and shorten travel times through expanding road 

capacity. Although this has historically encouraged development on the fringes of urban areas, 

and subsequently resulted in longer commutes and additional congestion, the sustainable 

communities strategies or alternative development strategies requirements established pursuant 

to Senate Bill 375 (2008) may result in different trends. In order to meet the Senate Bill 375 

targets for reduced GHG emissions from automobiles and light trucks, future regional 

transportation plans may encourage more compact development patterns. The HSR project 

would also beneficially support densification of land uses around HSR stations in urban areas.

Although the F-B LGA will support land use densification, it does not directly, or indirectly allow 

for the approval of surrounding land use changes. These would be dictated by local plans. As 

such, additional cumulative effects beyond those described are not reasonably foreseeable. In 

rural areas, the F-B LGA would be located along the existing BNSF Railway rail tracks, 

minimizing the conversion of land and division of parcels.
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In combination with the other projects discussed above, the F-B LGA’s construction impacts to 

land uses could be cumulatively significant under CEQA; however, with project specific mitigation 

measures that minimize adjacent traffic, dust, noise, and visual effects, the project’s incremental 

contribution to those impacts would not be cumulatively considerable under CEQA. 

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-40). 

Summary of Impacts

As discussed above, in combination with the other projects discussed above, the F-B LGA’s 

impact to land uses would be cumulatively significant; however, the project’s incremental 

contribution to those impacts would not be cumulatively considerable under CEQA. 

Mitigation

No mitigation required. 

Agricultural Lands

The cumulative impact study area for agricultural lands includes all of Kern County, as farmland 

data typically describes resources at the county level. Kern County ranks third among California’s 

top agricultural counties, as measured by the gross value of agricultural production (CDFA 2012). 

The total county land area (unincorporated and incorporated) committed to agricultural production 

is 44.8 percent in Kern County (U.S. DOA 2014).

According to Farmland Mapping and Monitoring Program data, there are more than 900,000 

acres of Important Farmland in Kern County. In addition, there are more than 1.8 million acres of 

Grazing Land in the county. The Farmland Mapping and Monitoring Program defines Grazing 

Land as land that has existing vegetation suitable for the grazing of livestock (DOC 2012). The 

San Joaquin Valley is one of the leading regions in the State that is losing Important Farmland to 

urban or other non-farming uses (DOC 2015). From fiscal year 2012 to 2013, over half of the 

cancellation petitions received by the California Department of Conservation (DOC) to convert

9,000 acres of agricultural land to a commercial solar use were from southern San Joaquin 

Valley, including Fresno, Kern, Kings, and Tulare Counties (DOC 2015). In addition, the Kern 

Council of Governments 2014 Regional Transportation Plan /Sustainable Communities Strategy

forecasts the addition of 602,900 residents by the year 2040 (2014-2040 planning period). 

The cumulative impact analysis for agriculture is based on the cumulative project list (Appendices

3.19-A and 3-19-B), the adjacent portion of the Fresno to Bakersfield Section of the HSR to the 

north and the Bakersfield to Palmdale Section to the south, and growth projections (see Section 

3.18, Regional Growth, of this Draft Supplemental EIR/EIS). Additionally, projects such as solar 

projects (particularly Lost Hills, Smyrna, Goose Lake, Elk Hills, and Blackwell); retail development 

such as Bakersfield Crossroads Plaza; and irrigation and wastewater projects like the Kern 

County Irrigation Efficiency Project and the Garlic Company Processing Facility’s proposed 

treatment system will all add to the cumulative impacts on agricultural lands (including conversion 

of agricultural lands) in the study area.

Construction

Construction impacts of the F-B LGA in combination with the past, present, and reasonably 

foreseeable projects above may result in the temporary conversion of farmland to constructionrelated uses if staging activities are located on farmland, and would result in significant 

cumulative impacts under CEQA on land protected under the Williamson Act as described in 

Section 3.14, Agricultural Land, of this Draft Supplemental EIR/EIS. For F-B LGA, the land 

temporarily used for construction would be restored and returned to agricultural use after 

construction is completed (impacts from permanent loss of agricultural lands are described under 

operations below). The Authority would mitigate project construction impacts with AG-MM#1 and 

#2. Therefore, cumulative impacts from construction activities to agricultural lands and Williamson 

Act lands would not be cumulatively considerable under CEQA. 
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Operations

The operation of the F-B LGA in combination with other past, present, and reasonably 

foreseeable future projects would result in the conversion of Important Farmland to nonagricultural uses. Because of the amount of Important Farmland that would be permanently 

converted to nonagricultural uses (372 acres), and because it is the Authority’s policy to treat any 

conversion of Important Farmland as significant, the incremental contribution of the HSR project 

to farmland conversion would be significant under CEQA. Mitigation measures AG-MM#1 and #2, 

described in Section 3.14.6 of this Draft Supplemental EIR/EIS, would reduce project specific 

impacts; however, the conversion of Important Farmland to nonagricultural uses resulting from 

the HSR project and other past, present, and foreseeable projects would remain cumulatively 

considerable under CEQA. 

Summary of Impacts

As discussed above, cumulative impacts from construction activities would not be cumulatively 

significant under CEQA. 

The operational effects of the F-B LGA and other past, present, and reasonably foreseeable 

projects to agricultural lands would be a significant impact under CEQA due to the amount of 

Important Farmland that would be permanently converted to nonagricultural uses and the 

Authority’s policy regarding conversion of Important Farmland. As such, the F-B LGA’s

incremental contribution to farmland conversion would be cumulatively considerable under 

CEQA. 

Mitigation 

Even with implementation of mitigation measures provided in Section 3.14.7, Agricultural Lands

of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.14-62) and 

Section 3.14.6 of this Draft Supplemental EIR/EIS, the F-B LGA’s contribution to cumulative 

agricultural impacts would be cumulatively considerable under CEQA because agricultural 

easements can reduce, but not avoid, permanent impacts on agricultural land. No additional 

mitigation is available.

Parks, Recreation, and Open Space

The study area for parks, recreational facilities, and open space (parkland) cumulative impacts is 

defined as the area within 1,000 feet on either side of the F-B LGA, and 0.5 mile around the

station area, and support facilities (e.g., power substations). Because the F-B LGA will not 

increase the demand for new parks or open space by bringing additional population to the area, 

the study area is limited to the area directly affected by the physical impacts of construction and 

operation of the project, and related physical impacts of other development projects. These 

distances encompass potential impacts to parks, recreation areas, and open space from noise, 

air quality, and aesthetic effects from the F-B LGA. 

Park resources within the study area are listed in Tables 3.15-1, 3.15-2, 3.15-3, and 3.15-4 in 

Section 3.15 of this Draft Supplemental EIR/EIS. 

Construction

Park resources within the study area are listed in Table 3.15-4 in Section 3.15, Parks, Recreation, 

and Open Space of this Draft Supplemental EIR/EIS. Of these facilities, the park resources 

described below could be affected by the F-B LGA and other reasonably foreseeable future 

projects. Cumulative impacts could occur during construction staging where indirect impacts from 

dust and emissions could degrade park amenities, thus affecting park users by diminishing the 

capacity to use the resource for specific and defined recreational activities. Additionally, 

construction staging would result in park closure preventing users from using the park (see 

Section 3.15.2.2, Park, Recreation and Open Space CEQA Significance Criteria, of this Draft 

Supplemental EIR/EIS). 

The Kern River Parkway would be affected by the F-B LGA as well as by development under the 

HSR SAP, the Hageman Flyover, and the Rosedale Highway improvements in Bakersfield. The 
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F-B LGA would pass over the Kern River Parkway on an elevated guideway. Combined effects 

from both the F-B LGA and other projects would be cumulatively significant under CEQA. 

However, although construction activities within the Parkway (which includes the HSR and 

Centennial Corridor) would require temporary closures of some areas, the F-B LGA would 

provide a detour for the multi-use pathway, allowing continued use of the facility during 

construction. By providing alternative routes as well as dust mitigation measures from Section 3.3

of this Draft Supplemental EIR/EIS, incremental effects from temporary closures would not be 

cumulatively considerable under CEQA. 

Operations

Under the cumulative condition, demand for and use of parks and recreation facilities is projected 

to continue to increase in proportion to the population growth in the study area. Cumulative 

impacts from degradation of existing facilities could occur if the supply of parkland does not keep 

pace with increases in demand. To maintain the current quality of life, communities in the study 

area would need to increase park and recreation facilities to serve the population forecast for 

2035. Based on a review of projects within the study area (see Appendix 3.19-A), there are 

projects that would create additional demand for parks and recreation facilities. 

Cumulative impacts to parks could occur through the permanent acquisition of parklands for 

projects. The F-B LGA would result in the permanent acquisition of parkland for the Kern River

Parkway (0.66 acre) and Weill Park (0.099 acre). The F-B LGA’s parkland impacts total 0.76 

acres out of the 228 total parklands acres in the study area. This represents 0.33 percent of the 

total study area, which does incrementally contribute to cumulative impacts on parklands. 

However, because the incremental impacts are small relative to total parks in the study area, this 

would not be a cumulatively considerable impact.

Cumulative impacts to parks could occur if operations of past, present, and foreseeable future 

projects in combination with the F-B LGA would have noise, air quality, or visual impacts that 

degrade the user’s experience. Parks and school district play areas within 300 feet would 

potentially experience the greatest effects because of the proximity of operations to park users. 

Based on this threshold, the F-B LGA would have an incremental effect on Weill Park, the 

Metropolitan Recreation Area, and Uplands of the Kern River. However, because there are no 

foreseeable projects that would overlap (within 300 feet) the F-B LGA and that would have noise, 

air quality, or visual impacts that degrade the user’s experience, this would not be a cumulatively 

considerable impact.

Summary of Impacts

Based on the discussion above for both construction and operations, the cumulative impacts to 

park and recreation resources would not be cumulatively significant under CEQA. 

Mitigation

No mitigation is required beyond that presented in Section 3.15.7, Mitigation Measures, of the 

Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014: page 3.15-48). 

Aesthetics and Visual Resources

The study area for aesthetics and visual resources is the project’s viewshed (i.e., the area that 

could potentially have views of the project features and the area potentially viewed from the 

project). In agricultural areas, the HSR corridor is potentially visible from long-distance views, 

whereas in urbanized areas, views of the HSR corridor are generally only available closer to the 

corridor because intervening buildings and trees typically obstruct views. Therefore, accounting 

for the existing terrain, predominant land uses, and proposed elevated components of the HSR, 

the potential viewshed for the F-B LGA is within 0.25 mile of the alignment centerline in the 

urbanized areas of Shafter and Bakersfield. In open landscape areas, the potential viewshed is 

within 0.5 mile of the alignment centerline. The study area for direct and indirect impacts related 

to the F-B LGA is described in Section 3.16, Aesthetics and Visual Resources of this Draft 

Supplemental EIR/EIS. 
Section 3.19 Cumulative Impacts

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The F-B LGA is located on mostly flat terrain, and includes agricultural and urbanized areas. The 

most significant visual resources in the project vicinity include parks and historically significant 

sites in the central area of the city of Bakersfield and the historic town center Shafter and

orchards and open field crops in the rural San Joaquin Valley. Over the past century, the visual 

character of most of the study area has been transformed from open lands with prairie, marshes, 

and woodland areas to a primarily agricultural region with open fields and orchards, along with 

urbanized areas. Under the cumulative condition, the character of the agricultural parts of the 

study area is anticipated to continue to change with the development and expansion of urban 

cityscapes and suburban development. 

Construction

Development of cumulative projects, including oil, water, and gas wells, roadway and highway 

improvement projects such as the Hageman Flyover and Rosedale Highway improvements in 

Bakersfield, the North and West Beltway in Shafter, and various industrial, commercial, 

residential, and development projects, such as the HSR SAP in the vicinity of the F-B LGA, would 

result in construction activities that would create temporary visual changes from vegetation 

removal, establishment of construction staging areas, and construction lighting. Even though

these construction activities would be temporary, due to the scale and proximity of cumulative 

projects listed in Appendices 3.19-A and 3.19-B, including the adjacent HSR sections (the portion 

of the Fresno to Bakersfield Section to the north and the Bakersfield to Palmdale Section to the 

south), the combined impacts of the cumulative projects could be cumulatively significant under 

CEQA and could overlap with construction of the F-B LGA in certain views. 

Operations

The Hageman Flyover and Rosedale Highway improvements, as well as development under the 

HSR SAP in central Bakersfield would combine with the F-B LGA to increase impacts to views 

from high-sensitivity parks and open space (including the Kern River Parkway), as well as nearby 

residential areas. On the other hand, the F-B LGA would result in low overall visual impacts 

bringing moderately low to low visual quality in some areas and no effect in other areas in North 

Bakersfield.

Operation of cumulative projects, including oil, water, and gas wells, roadway and highway 

improvement projects such as the Hageman Flyover and Rosedale Highway improvements in 

Bakersfield, the North and West Beltway constructions in Shafter, and various industrial, 

commercial, and residential projects in both cities in the vicinity of the F-B LGA would result in 

cumulatively significant visual impacts under CEQA. 

Even with mitigation proposed in the Fresno to Bakersfield Section Final EIR/EIS and in this Draft 

Supplemental EIR/EIS, the contributions of the F-B LGA to impacts on Kern River Parkway would

be cumulatively considerable under CEQA. 

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-45). 

Summary of Impacts

Based on the discussion above, the cumulative visual effect of HSR construction activities in 

combination with other past, present, and reasonably foreseeable future projects would be 

cumulatively significant under CEQA in areas where multiple construction activities are located in 

close proximity. While some construction activities would be temporary, in the Bakersfield area 

the F-B LGA would have a cumulatively considerable contribution under CEQA to visual impacts 

in combination with development under the HSR SAP, as well as the Hageman Flyover and 

Rosedale Highway improvements. 

Mitigation

Even with implementation of the mitigation measures provided in Section 3.19 of the Fresno to 

Bakersfield Section Final EIR/EIS, the contribution of the F-B LGA to visual impacts would remain 

significant under CEQA in the Kern River Parkway until landscape screening matures in 10 years 
Section 3.19 Cumulative Impacts

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or more. While mitigation measure CUM-VQ-MM#1 from the Fresno to Bakersfield Section Final 

EIR/EIS (Authority and FRA 2014: page 3.19-48) would minimize this cumulative impact, the 

contribution of the F-B LGA to cumulative visual impacts would be cumulatively considerable 

under CEQA. 

No additional mitigation measures are required to address aesthetics and visual resources 

impacts resulting specifically from the F-B LGA. 

Cultural Resources

The geographic study area for the cultural resources cumulative impact analysis was identified as 

the area of potential effects for both archaeological and architectural resources, as well as the 

entire Kern County area where other development, infrastructure and transportation projects are 

proposed. The study area for direct and indirect impacts related to the F-B LGA is described in 

Section 3.17 of this Draft Supplemental EIR/EIS. 

Based on existing inventories, as well as the cultural history of the area, Kern County contains 

many known archaeological resources that may be affected by development of the cumulative 

projects, including the HSR project. In addition, it is assumed that currently unidentified resources 

are also present within the study area. As there is a potential for unidentified cultural resources to 

be discovered within the footprint of the project, it is impossible to determine their impacts until 

they are discovered, evaluated, and analyzed; therefore, their significance is tied to their 

discovery and cannot be quantified theoretically.

Construction

Linear projects that require extensive excavation, such as the Fresno to Bakersfield, Merced to 

Fresno, and Bakersfield to Palmdale sections of the HSR, the Hageman Flyover and Rosedale 

Highway improvements in Bakersfield, and the North and West Beltway constructions in Shafter 

have the potential to cause substantial adverse change to archaeological resources. 

Prehistoric and historic archaeological sites could be affected during project construction 

activities. Prehistoric sites are common in riverbank and floodplain areas, and burial sites are 

sometimes encountered during ground-disturbing activities. 

Historic architectural resources could also be damaged or require removal due to implementation 

of the projects under the cumulative condition. Local projects and the secondary effects of 

redevelopment around the F-B LGA would potentially result in removal of historical buildings in 

downtown Bakersfield. 

Based on a review of projects in the cumulative study area and their effects on cultural resources 

it is likely that known and unknown archaeological resources and historic architectural resources 

could be disturbed and cultural resources damaged or destroyed during construction activities 

associated with the F-B LGA and other past, present, and reasonably foreseeable projects. 

However, after incorporation of CUL-MM #1-5, the F-B LGA’s incremental contribution to

construction impacts on archaeological resources or historic architectural resources would not be 

cumulatively considerable. 

Operations

Yet to be identified cultural resources have the potential to be affected in Kern County urbanizing 

areas due to growth, changes in land use, and other types of ground disturbance. 

Development in the urban areas would likely result in further unearthing of sensitive 

archaeological resources, disturbance of cultural properties, and removal of, or changes to, the 

historic character and settings of historic architectural resources. Together with other projects and 

projected growth, the F-B LGA’s incremental contributions during operation would not be 

cumulatively considerable under CEQA, as operation would not cause any ground disturbance, 

and indirect impacts to historic architectural resources would be mitigated through CUL-MM #1-5. 

Cumulative impacts are discussed in further detail in Section 3.19 of the Fresno to Bakersfield 

Section Final EIR/EIS (Authority and FRA 2014: page 3.19-48). 
Section 3.19 Cumulative Impacts

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Summary of Impacts

Continued urbanization and development projected under construction-related activities of the 

cumulative condition could result in exposure and disruption of archaeological resources and 

cultural properties, and removal or damage to historic architectural resources. Therefore, the 

cumulative impact of the project and other past, present, and reasonably foreseeable projects on 

cultural resources could be significant under CEQA. Construction of the HSR project could 

contribute to similar impacts; however, efforts to recover archaeological resources, to mitigate, 

and to minimize harm would be recommended and attempted. Therefore, the F-B LGA’s 

contribution to impacts during construction could be cumulatively considerable under CEQA. 

Operations-related impacts from the HSR project and other past, present, and reasonably 

foreseeable projects could result in indirect significant cumulative impacts under CEQA to historic 

architectural resources from noise and vibration associated with the operation of infrastructure 

projects once constructed. Because the HSR project is not anticipated to result in such impacts 

and, if later identified, would reduce any such impacts through the Built Environmental Treatment 

Plan, the HSR’s contribution would not be cumulatively considerable under CEQA. 

Mitigation

Even with implementation of the mitigation measures for cultural resources provided in Section 

3.17, Cultural and Paleontological Resources of the Fresno to Bakersfield Section Final EIR/EIS

(Authority and FRA 2014: page 3.17-128), the F-B LGA’s contribution to cumulative impacts 

during construction would be cumulatively considerable under CEQA. No additional mitigation is 

available.

Summary of Cumulative Impacts

Table 3.19-1 summarizes the F-B LGA’s contribution to potential cumulative impacts during 

construction and operation. 

Table 3.19-1 Summary of Cumulative Impacts

Environmental Resource Cumulatively 

Significant 

Impacts?

Incremental 

Contributions 

Cumulatively 

Considerable?

Transportation Yes No

Air Quality and Global Climate 

Change

Air Quality Yes No

GHG No No

Noise and Vibration Noise Yes Yes

Vibration No No

EMI/EMF No No

Public Utilities and Energy Electricity Demand, Solid Waste 

Disposal/Recycling, Water Demand No No

Wastewater Treatment Yes No

Biological Resources and Wetlands Yes No

Hydrology and Water 

Resources

Floodplains and Water Quality Yes No

Natural Water Bodies and Groundwater No No

Geology, Soils, Seismicity, and 

Paleontological Resources

Paleontology Yes No

Geology, Soils, Seismicity No No

Hazardous Materials and Wastes Yes No

Safety and Security No No
Section 3.19 Cumulative Impacts

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Environmental Resource Cumulatively 

Significant 

Impacts?

Incremental 

Contributions 

Cumulatively 

Considerable?

Socioeconomics and Communities Yes No

Station Planning, Land Use, and Development Yes No

Agricultural Lands Yes Yes

Parks and Recreation No No

Aesthetics and Visual Resources Yes Yes

Cultural Resources Yes Yes
Section 3.19 Cumulative Impacts

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