2 F-B LGA DESCRIPTION 

Chapter 2 F-B LGA Description 

This chapter provides a detailed description of the Fresno to Bakersfield Locally Generated 

Alternative (F-B LGA), developed in close coordination between the California High-Speed Rail 

Authority (Authority) and the City of Bakersfield, as well as the City of Shafter and Kern County. 

The design drawings supporting the description of this alternative are included as Volume III 

(Alignments and Other Plans) of this Draft Supplemental Environmental Impact 

Report/Environmental Impact Statement (EIR/EIS). The F-B LGA discussed in this chapter is a 

new alternative that was not previously evaluated in the Fresno to Bakersfield Section Final 

EIR/EIS (Authority and Federal Railroad Administration [FRA] 2014). Technical reports containing 

technical analyses and data supporting the impacts evaluations in this Draft Supplemental 

EIR/EIS are accessible from the Authority’s website. Visit the Authority website (www.hsr.ca.gov) 

to view and download the Draft Supplemental EIR/EIS, to request a CD-ROM copy of the Draft 

Supplemental EIR/EIS, or to locate a library to review the Draft Supplemental EIR/EIS in hard 

copy. Printed copies of the Draft Supplemental EIR/EIS have been placed in public libraries in the 

following cities: Shafter and Bakersfield. 

This Draft Supplemental EIR/EIS analyzes the potential environmental impacts of the F-B LGA, 

including direct and indirect impacts, cumulative impacts. The Draft Supplemental EIR/EIS also 

identifies appropriate mitigation measures (Appendix 2-G, Mitigation Monitoring and Enforcement 

Plan [MMEP, as amended], and Project Design Features (Appendix 2-H, Functions of Impact 

Avoidance and Minimization Measures, of this Draft Supplemental EIR/EIS) as well as any 

secondary effects of implementing mitigation. 

As discussed in Section 1.1.3 of this Draft Supplemental EIR/EIS, for the purpose of 

understanding the potential impacts of the F B LGA, 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 Environmental Impact 

Report/Environmental Impact Statement. The complementary portion of the Preferred Alternative 

(further referenced as the “May 2014 Project” in this Draft Supplemental EIR/EIS) consists of the 

portion of the BNSF Alternative from Poplar Avenue to Hageman Road and the Bakersfield 

Hybrid Alternative from Hageman Road to Oswell Street. The May 2014 Project is described in 

more detail in Section 2.3. In addition to the description in each resource section, more detailed 

impact analysis summaries for the May 2014 Project are located in Technical Appendix 8-A to 

help facilitate the comparison with the F-B LGA. 

2.1 Fresno to Bakersfield Section and the Draft Supplemental EIR/EIS 

The Fresno to Bakersfield Section Final EIR/EIS considered the impacts associated with three 

alternative alignments through Bakersfield, and ultimately the Authority and FRA identified the 

Bakersfield Hybrid as the Preferred Alternative through Bakersfield. On June 5, 2014, the City of 

Bakersfield filed a state court lawsuit challenging the Authority’s EIR and approvals under the 

California Environmental Quality Act (CEQA). The City claimed that the Preferred Alternative 

alignment identified in the 2014 Fresno to Bakersfield Section Final EIR/EIS would severely 

impact the City's ability to utilize existing city assets, including its corporation yard, senior 

housing, and parking facilities at the Rabobank Arena, Theatre and Convention Center; would 

render unusable one of the city's premier health facilities; and would affect the Bakersfield 

Commons project, a retail/ commercial/ residential development. 

In a settlement agreement between the City of Bakersfield and the Authority, the two agencies 

agreed to work together to develop and study a Fresno to Bakersfield Locally Generated 

Alternative (F-B LGA) to address concerns and meet the Authority’s design requirements. The FB LGA described and analyzed in this Draft Supplemental EIR/EIS evolved from this mutual 

cooperation and subsequent public input. 

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Chapter 2 F-B LGA Description 

Since the release of the Fresno to Bakersfield Section Final EIR/EIS, the United States Fish and 

Wildlife Service issued an amended Biological Opinion (USFWS 2017a)1

 for the Fresno to 

Bakersfield Section from East American Avenue in Fresno County (the northern terminus of 

Construction Package 2/3) to Poplar Avenue in Kern County (the southern terminus for 

Construction Package 3/4). The amended Biological Opinion addresses effects on the federally 

endangered Buena Vista Lake ornate shrew (Sorex ornatus relictus). The amended Biological 

Opinion for the Fresno to Bakersfield Section also removed the valley elderberry longhorn beetle 

from further consideration in the Fresno to Bakersfield Section due to the reduced species range; 

revised effects to include additional activities for the Tipton kangaroo rat and blunt-nosed leopard 

lizard; addressed the effects of additional activities on the Central California Distinct Population 

Segment of the California tiger salamander; and revised effects due to increased disturbance 

acreage for the blunt-nosed leopard lizard, San Joaquin kit fox, Tipton kangaroo rat, Kern mallow, 

San Joaquin woolly threads, and Hoover's spurge. The potential impacts associated with the 

federally endangered Buena Vista Lake ornate shrew were not documented in the Fresno to 

Bakersfield Section Final EIR/EIS because, at the time of approval, the range of the species did 

not extend into the proposed Fresno to Bakersfield Section study area. New studies have been 

conducted since the certification of the Fresno to Bakersfield Section Final EIR/EIS, indicating 

that the range of the species includes portions of the Fresno to Bakersfield Section of the HSR 

System. Therefore, pursuant to CEQA Guidelines Section 15163, this Draft Supplemental 

EIR/EIS accounts for the expansion of the range of species and considers potential effects to the 

Buena Vista Lake ornate shrew for the entirety of the Fresno to Bakersfield Section. 

2.1.1 Development of the F-B LGA 

The Authority, in cooperation with the City of Bakersfield, and also the City of Shafter and Kern 

County, conducted a high-level analysis to assess the feasibility and practicability of potential 

alternatives to carry forward into preliminary design and environmental review in this Draft 

Supplemental EIR/EIS. High-level concepts were developed based on the original alignment and 

station location provided by the City of Bakersfield. The City’s concept outlined an HSR alignment 

parallel to Union Pacific Railroad (UPRR) from 7th Standard Road to Oswell Street. In 

conjunction with the City, the Authority refined the City’s concept to establish the F-B LGA. While 

there were additional alternative alignments, stations, and maintenance of infrastructure facility 

(MOIF) locations that were discussed with the cities of Bakersfield and Shafter, Kern County, and 

various stakeholders, they were determined infeasible and were not evaluated further in the 

feasibility analysis. The various concepts either did not satisfy HSR program objectives, would be 

substandard and impractical from a technical perspective when compared to an F Street Station 

location, and/or would be incompatible with the future land use. 

As part of the feasibility analysis, the Authority screened alternatives based on HSR design 

criteria and environmental factors as well as input provided by the Cities of Bakersfield and 

Shafter, Kern County, and members of the public. When developing the geographic scope of the 

F-B LGA, the Authority and FRA identified a northern terminus (i.e., Poplar Avenue) allowing for a 

full evaluation of the impacts that could result from the F-B LGA. This enables the agencies to 

focus their review on an alignment and station alternative that was not evaluated in the Fresno to 

Bakersfield Section Final EIR/EIS. While the northern terminus is within the section of the Fresno 

to Bakersfield Project Section approved by both the Authority and FRA, no final design or 

construction activities will occur in areas being analyzed in this Draft Supplemental EIR/EIS prior 

to its approval. However, this does not preclude the Authority from advancing project activities 

north of Poplar Avenue including those described in Sections 2.1.1 through 2.1.6 of this Draft 

Supplemental EIR/EIS. The following alignment alternatives were evaluated in the screening 

process: 

 Through Shafter (Elevated/Embankment):

 Alternative A1: BNSF Adjacent (HSR Elevated)

1

 It should be noted that the Fresno to Bakersfield Biological Opinion approved in 2014 covered the entire length of the 

Fresno to Bakersfield Section of the HSR System from the City of Fresno to the City of Bakersfield (a 117-mile stretch of 

the HSR alignment). 

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Chapter 2 F-B LGA Description 

 Alternative A2: BNSF Adjacent (HSR Embankment) 

 Shafter to Bakersfield (At-Grade)

 Alternative B1: North of Burbank Street

 Alternative B2: South of Burbank Street

 Alternative B3.1: 7th Standard Road

 Alternative B3.2: 7th Standard Road Intermodal Yard Avoidance

 Alternative B4: Snow Road

 7th Standard to the F Street Station (Elevated):

 Alternative C1: North of Burbank Street – Adjacent to UPRR North of 7th Standard Road

 Alternative C2: South of Burbank Street – Parallel and Offset from UPRR North of 7th

Standard Road 

 Alternative C3: Snow Road 

 Alternative C4: Snow Road – Reduced Design Speed with Minimized Property Impacts 

 South of F Street Station to Oswell Street (Elevated):

 Alternative D1: Sumner and Edison Streets Adjacent

 Alternative D2: Sumner and Edison Streets Adjacent/Center – Reduced Design Speed

with Minimized Property Impacts 

In addition to the evaluation of alignment options described above, the vertical alignment (profile) 

was also evaluated. Through Shafter, a raised/retained embankment alignment was assumed, to 

avoid impacts to the local street system and businesses within Shafter. Between Shafter and 

Bakersfield, the Authority determined a mostly at-grade profile was feasible. However, through a 

series of Technical Working Group meetings with the City of Bakersfield, the Authority determined 

that an elevated structure would be required through Bakersfield due to physical constraints that 

would prevent an at-grade profile including, but not limited to, the crossings of State Route (SR) 

99, SR 178, railroad spurs, the Kern River, and above ground utilities. In addition, greater 

community impacts would likely result from an at-grade profile due to required relocations of 

major freeways. 

Based on the screening process, which included input from the Cities of Bakersfield and Shafter 

and the public, the Authority recommended the F-B LGA for further study (which is comprised of 

the A2, B1, C1, and D2 alternatives listed above). The F-B LGA provides a 23.13-mile alternative 

alignment between the city of Shafter and the city of Bakersfield and is the subject of this Draft 

Supplemental EIR/EIS, which supplements the Fresno to Bakersfield Section Final EIR/EIS 

(Authority and FRA 2014). 

The Authority has also collaborated with the City of Shafter and Kern County to develop design 

alternatives within their respective jurisdictions. The design option through the city of Shafter 

would include removal of the existing BNSF at-grade crossings at Poplar Avenue, Fresno 

Avenue, W Shafter Avenue, Central Avenue, E Lerdo Highway, S Beech Avenue, and Riverside 

Street, and includes placing the BNSF and HSR on a parallel embankment. Section 2.5.1.5 of this 

chapter describes the design option for the proposed 7th Standard Road interchange. 

2.1.2 Approved Activities North of Poplar Avenue 

The Authority is currently advancing project activities within the approved portion of the Fresno to 

Bakersfield Section between the Fresno station and Poplar Avenue in Kern County. These 

activities are consistent with the Authority’s May 2014 approval, the FRA’s June 2014 Record of 

Decision, and the Mitigation Monitoring and Enforcement Plan (MMEP). Key milestones include: 

2.1.2.1 Acquire Right-of-Way 

 Acquire right-of-way for Fresno/Bakersfield section north of Poplar Avenue

 Conduct property maintenance activities (e.g., fencing, mowing, establishing firebreaks, etc.

 Demolish structures and capping wells to maintain public health, safety, and welfare

 Resolve severed access issues, consistent with MMEP

 Implement Farmland Consolidation Program

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Chapter 2 F-B LGA Description 

2.1.3 Retain Design-Build Contractors, Develop Design, Begin Construction, 

Continued Work with Stakeholders and Public 

 Retain design-build contractors to construct Fresno to Bakersfield Section alignment between

Fresno and Poplar Avenue in Kern County 

 Refine project electrical interconnection facilities

 Advance project design to final design, including some refinements such as:

o Utility relocations and other early work

o Closing some roadways and opening others

o Refining the vertical profile of the track

o Shifting the alignment to avoid major infrastructure

o Adding drainage basins

o Column placement based on refined bridge design

 Implement impact avoidance and minimization measures and mitigation measures

 Engage with stakeholders and public during final design and construction

2.1.4 Implement Habitat Mitigation 

 Retain habitat mitigation services firm

 Proceed with real estate transaction

 Establish fencing and habitat restoration

 Implement mitigation strategies identified in the amended Fresno to Bakersfield Biological

Opinion (USFWS 2017a) for the Buena Vista Lake ornate shrew

2.1.5 Study Electrical Interconnections and Network Upgrades 

 Project changes to electrical interconnection facilities resulting from further design include:

 Minor movement of traction power supply stations, switching stations, and electrical tie lines

 Expansion of the existing PG&E substation north of SR 178 near the intersection of 30th

Street and Union Avenue to accommodate HSR equipment

 New utility switching stations and HSR traction power supply station

 Completion of the Pacific Gas & Electric 2015 Technical Study Report, which was reviewed

by the Authority and its technical consultant, determined what network upgrades would be

required to existing Pacific Gas & Electric infrastructure to meet the projected power

demands of the HSR system. Within the geographic limits of the F-B LGA, it was determined

that PG&E network upgrades would not be immediately needed.

 PG&E network upgrades may not be immediately necessary within the F-B LGA segment,

since projected train power demand loads initially provided to PG&E have since been

significantly revised downward. If PG&E determines that network upgrades are needed (e.g.,

conductor replacement), it will be the result of accumulation of increased power demands

from other users on a given circuit, not necessarily just the addition of load demand from

HSR operations. There may be substation upgrades needed to serve the HSR project, but it

will generally be circuitry modifications needed to supply power for the Traction Power

Substation Site. In addition to this work, the Authority will also be constructing its own

interconnections from the PG&E system to the HSR system.

2.1.6 Ongoing Collaboration with Local Agencies 

 Develop and implement early works for Tulare County

 Final design of grade separation of BNSF railway

 Eliminate an over crossing at the request of local residents

 Coordinate with Ponderosa Pines neighborhood

As part of the design/build process, contractors may propose project design refinements as 

project engineering advances. In response to these refinements, the Authority and FRA 

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Chapter 2 F-B LGA Description 

determine whether a subsequent or supplemental environmental document should be prepared 

and circulated. Both agencies have determined the project design refinements incorporated to 

date do not result in any new or substantially more severe impacts than previously identified in 

the Fresno to Bakersfield Section Final EIR/EIS. 

2.2 Potential Alternatives Considered During Alternatives Screening 

Process 

For a complete discussion of the alternatives considered during development of the Fresno to 

Bakersfield Section, please refer to Chapter 2, Alternatives, Sections 2.4.2 and 2.4.3 of the 

Fresno to Bakersfield Section Final EIR/EIS (pages 2-54 through 2-72) (Authority and FRA 2014). 

Additionally, Section 2.2 of the Fresno to Bakersfield Section Final EIR/EIS (page 2-3) provides 

information on HSR system performance criteria, infrastructure, and systems, which would apply 

to the HSR, including the May 2014 Project and the F-B LGA. Topics discussed include: System 

Design Performance, Safety, and Security (pages 2-4 and 2-5); Vehicles (pages 2-5 and 2-6); 

Stations (pages 2-6 through 2-8); Station Platforms and Trackway (Station Box) (page 2-8); and 

Station Arrival/Departure (page 2-8). 

2.2.1 No Project Alternative 

The Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 2014) evaluated a No 

Project Alternative, which considered the effects of planned regional growth, as well as existing 

and planned transportation projects, including improvements to the highway, aviation, 

conventional passenger rail, and freight rail systems in the Fresno to Bakersfield Section vicinity. 

In June 2014, the FRA issued a Record of Decision, which considered the information and 

analysis contained in the 2011 Draft EIS (Authority and FRA 2011), the 2012 Supplemental Draft 

EIS (Authority and FRA 2012), and the 2014 Final EIS (Authority and FRA 2014) and identified 

the BNSF Alternative with the Kings/Tulare – East Station in combination with the Corcoran 

Bypass, Allensworth Bypass, and Bakersfield Hybrid alignments and the Truxtun Avenue Station 

as the selected alternative. For a full description of the No Project Alternative, refer to Section 

2.4.1 (pages 2-37 through 2-54) of the Fresno to Bakersfield Section Final EIR/EIS. 

In May 2014, the Authority certified the Fresno to Bakersfield Section Final EIR/EIS. While the 

analysis in the Final EIR/EIS was certified from the Fresno Station to the Bakersfield Station, the 

Authority’s project approval was from the southern limit of the Fresno Station to the north side of 

7th Standard Road, the city limit of the city of Bakersfield. The Final EIR/EIS analyzed the No 

Project Alternative; however, in certifying the Final EIR/EIS and identifying the Preferred 

Alternative (which includes the May 2014 Project), the Authority determined that the Preferred 

Alternative achieved the project goals and objectives and was preferable to the No Project 

Alternative. The No Project Alternative is not analyzed further in this Draft Supplemental EIR/EIS, 

and the F-B LGA is compared to the May 2014 Project from Poplar Avenue in the city of Shafter 

to Oswell Street in the city of Bakersfield.2 

2

 It should be noted that Section 3.2, Transportation, and Section 3.3, Air Quality and Global Climate Change, of this Draft 

Supplemental EIR/EIS analyze a No Project Alternative for the purpose of providing baseline conditions for the evaluation 

of traffic and air quality and global climate change impacts. For a project such as the HSR project that would not 

commence operation of HSR service for almost 10 years and would not reach full operation for almost 25 years, use of 

only existing conditions as a baseline for air quality and transportation impacts would be misleading. It is more likely that 

existing background traffic volumes (and background roadway changes from other programmed traffic improvement 

projects) and vehicle emission factors would change between today and 2020/2035 than it is that existing conditions 

would remain unchanged over the next 10 to 25 years. For example, regional transportation plans included funded 

transportation projects programmed to be constructed by 2035. To ignore that these projects would be in place before the 

HSR project reaches maturity (i.e., the point/year at which HSR-related traffic and emissions would reach its maximum), 

and to evaluate the HSR project’s air quality and transportation impacts ignoring these regional transportation plan 

improvements would change the underlying background conditions to which HSR project traffic would be added and be 

misleading because it would represent a hypothetical comparison. Therefore, the air quality and transportation analyses 

for operations use a dual-baseline approach. That is, the HSR project’s air quality and transportation impacts are 

evaluated both against existing conditions and against background (i.e., No Project) conditions as they are expected to be 

in 2035. 

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2.3 May 2014 Project 

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 Final EIR/EIS (the 

“May 2014 Project”). The May 2014 Project consists of a portion of the BNSF Alternative from 

Poplar Avenue to Hageman Road and the Bakersfield Hybrid from Hageman Road to Oswell 

Street (Figure 2-1). The May 2014 Project alignment runs primarily at-grade as it follows the 

BNSF corridor and SR 43 through Shafter and SR 58 into Bakersfield. It parallels the F-B LGA 

until approximately Beech Avenue, where it diverges from the F-B LGA, parallels the BNSF rightof-way in a southeasterly direction, and then curves back to the northeast to parallel the BNSF 

tracks toward Kern Junction. After crossing Truxtun Avenue, the alignment curves to the 

southeast to rejoin the F-B LGA and parallel the UPRR tracks and Edison Highway to its terminus 

at Oswell Street. The May 2014 Project begins at-grade but elevates through Shafter for a 

distance of about 4 miles between North Shafter Avenue and Cherry Avenue and in Bakersfield 

at Country Breeze Place and continues as an elevated structure all the way to the project 

terminus at Oswell Street. Refer to Section 2.4.2 and Section 2.4.3.10 (page 2-72) of the Fresno 

to Bakersfield Section Final EIR/EIS for more detail associated with the BNSF Alternative and 

Bakersfield Hybrid, which comprise the May 2014 Project (Authority and FRA 2014). 

The May 2014 Project Station would be built at the corner of Truxtun and Union Avenues/SR 204 

(Figure 2-1). The entire site would be approximately 24 acres, with 15 acres designated for the 

station, bus transit center, short-term parking, and park-and-ride areas. Approximately 4.5 of the 

24 acres would support three parking structures with a total capacity of approximately 4,500 cars. 

An additional 460 parking spaces would be provided in surface lots covering a total of 

approximately 4.5 acres of the station site. The balance of the supply needed to accommodate 

the full 2035 parking demand (8,100 total spaces) would be identified as a part of a 

comprehensive parking strategy developed in coordination with the City of Bakersfield. Refer to 

Section 2.4.4.3 (page 2-80) of the Fresno to Bakersfield Section Final EIR/EIS for more detail 

associated with the May 2014 Project Station (Authority and FRA 2014). Figure 2-43 (page 2-87) 

of the Fresno to Bakersfield Section Final EIR/EIS depicts the conceptual layout of the May 2014 

Project Station (Authority and FRA 2014). 

A MOIF would be located along the May 2014 Project alternative just north of the City of 

Bakersfield and 7th Standard Road (Figure 2-1). The MOIF would be sized and outfitted to 

support the maintenance of infrastructure requirements for 75 miles of HSR system track in either 

direction. Regional maintenance machinery servicing storage, materials storage, and 

maintenance and administration would be offered at the MOIF. Refer to Section 2.2.8.1 (pages 2-

15 and 2-16) of the Fresno to Bakersfield Section Final EIR/EIS for more detail associated with 

the May 2014 MOIF (Authority and FRA 2014). 

2.4 Locally Generated Alternative 

This section provides a detailed description of the F-B LGA. The Preliminary Engineering for 

Project Definition drawings showing the track alignments, profiles, structures, typical sections, 

construction use areas, and other preliminary design information are included as Volume III 

(Alignments and Other Plans) of the Draft Supplemental EIR/EIS and are available on the 

Authority’s website (www.hsr.ca.gov). 

Figure 2-2 shows the F-B LGA, and associated features, such as locations of road closures, road 

modifications, new road overcrossings or undercrossings, the F Street Station location, and the 

location of the MOIF. 

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Chapter 2 F-B LGA Description 

Figure 2-1 F-B LGA and May 2014 Project 

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Figure 2-2 F-B LGA an

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Chapter 2 F-B LGA Description 

2.4.1 Alignment Requirements 

The F-B LGA would traverse urban downtown areas in the cities of Shafter and Bakersfield. The 

alignment would be located generally adjacent to the BNSF corridor through the city of Shafter (as 

shown below on Figure 2-3, Figure 2-4, and Figure 2-5). It would then traverse the area between the 

BNSF and UPRR corridors, then continue adjacent, or nearly adjacent, to the UPRR corridor through 

the community of Oildale and the city of Bakersfield, as shown on Figure 2-6, Figure 2-7, and Figure 

2-8. The height of the at-grade profile of the F-B LGA may vary to accommodate slight changes in 

topography and to provide clearance for stormwater culverts and structures in order to allow water 

flow and occasional wildlife movement. Some of the main requirements for the F-B LGA are 

described in further detail in Section 2.4.5 of this chapter. Some of the main requirements of the 

HSR alignment are described in detail in Section 2.4.2.1, Alignment Requirements, of the Fresno to 

Bakersfield Final EIR/EIS (Authority and FRA 2014, page 2-54). A description of the alternatives 

analyzed in the Fresno to Bakersfield Section Final EIR/EIS is provided in Section 2.4, Alignment, 

Station, and Heavy Maintenance Facility Alternatives Evaluated in this Project EIR/EIS (Authority 

and FRA 2014, pages 2-37 through 2-100). See also Figure 1-3 in Chapter 1 of this Draft 

Supplemental EIR/EIS for a depiction of the May 2014 Project and F-B LGA in relation to the 

alternatives analyzed in the Fresno to Bakersfield Section Final EIR/EIS. 

The F-B LGA would consist of the following characteristics and elements: 

 The total length of the alignment would be 23.13 miles, which includes:

 10.52 miles on embankment or at-grade3 

 0.43 mile on bridges

 0.31 mile on steel truss

 1.97 mile on retained fill

 9.90 miles on viaduct

 No length of alignment would be below-grade or in a trench.

 The average height of the viaduct is 60 feet above existing ground.

 Straddle bents4 would be constructed in various locations where center support columns cannot

be used in order to avoid constraints, such as roadways. Figure 2-9 shows the straddle bent

design that would be implemented as part of the F-B LGA.

 The alignment crosses several existing railroads, including various BNSF and UPRR tracks.

 The alignment crosses one major waterway, the Kern River, within the city of Bakersfield.

 The alignment crosses seven canals.

 The F-B LGA would include 43 road crossings, including 41 undercrossings and 2

overcrossings. Of these road crossings, 12 would be in the city of Shafter, 30 would be in the

city of Bakersfield; and one (7th Standard Road) would be co-located in the cities of Shafter and

Bakersfield.

 The F-B LGA would cross 12 roads in the city of Shafter, as described below.

 One overcrossing at Poplar Avenue.

 11 undercrossings at the following locations: Fresno Avenue; W Shafter Avenue; Central

Avenue; Mannel Avenue; E Lerdo Highway; Riverside Street; Cherry Avenue; Driver

Road; Zachary Avenue; Zerker Road; and Verdugo Lane.

3

 Fill materials required for the project would be obtained from commercially available sources because no borrow sites have 

been identified. Acquisition of additional fill material would be reflected in the design-bid contractor’s bid (F-B LGA PEPD 

Record Set Constructability Assessment Memorandum (Oct 2016), Page 5-1, Section 5.3 Earthwork, paragraph 2.) 

4

 A pier structure that spans the functional/operational right-of-way limit of a roadway, highway, or railway. 

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 The F-B LGA would cross 30 roads in the city of Bakersfield, all of which would be 

undercrossings at the locations listed below. 

 Fruitvale Avenue; Snow Road; Knudsen Drive; SR 99; State Road (first

undercrossing); SR 99 on- and off-ramps; Olive Drive; State Road (second

undercrossing); State Road (third undercrossing); Airport Drive; SR 99 northbound

on-ramp; SR 99 northbound off-ramp; 32nd Street; Chester Avenue; 30th Street; M

Street; O Street; Q Street; SR 178; Sumner Street (first undercrossing); Union

Avenue; Sumner Street (second undercrossing); Baker Street; Beale Avenue;

Truxtun Avenue; Ogden Street; Chamberlain Avenue; Mt. Vernon Avenue; Exchange

Street; and Webster Street.

 One overcrossing (7th Standard Road) would be co-located in the cities of Shafter and 

Bakersfield. The existing roadway will be reconstructed as a viaduct over the F-B LGA. 

 The existing interchange of 7th Standard Road/SR 99 would be modified, including the

addition of a new westbound to southbound on-ramp.

 The F-B LGA would require 10 road closures, including: Madera Avenue (Shafter); Gold’s

Avenue (Shafter); Orange Avenue (Shafter); Mendota Street (Shafter); Golden State

Frontage Road South (Bakersfield); Golden State Frontage Road North (Bakersfield); H

Street (Bakersfield); 24th Street (Bakersfield); Miller Street (Bakersfield); and Haley Street

(Bakersfield).

 The F-B LGA would require multiple roadway modifications in the cities of Shafter and

Bakersfield. These modifications generally include adding protective barriers, curbs,

sidewalks and medians. In some cases, the roadway traffic network would be modified where

crossings are closed, and new crossings are constructed.

Please refer to Chapter 2 of the Fresno to Bakersfield Section Final EIR/EIS (pages 2-1 through 2 

36) for a description of the HSR system performance criteria, infrastructure, and systems that

would apply to the F-B LGA, including information on undercrossing/overcrossing designs, 

vehicle specifications, station design, and power supply infrastructure. Table 2-1 summarizes the 

F-B LGA design features. 

2.4.2 F-B LGA Adjacency to the BNSF Railway and Union Pacific Railroad 

The F-B LGA would run generally north-south between the cities of Shafter and Bakersfield. The 

alignment would begin north of Shafter and run east of the BNSF, continuing southeasterly until 

just north of Burbank Street. From Burbank Street, the alignment would turn east and run north of 

the Burbank Street corridor until it approaches the UPRR corridor, where the alignment would 

turn and continue southeast, adjacent to, and west of the UPRR corridor. The alignment would 

continue southeast into the city of Bakersfield and would diverge from the UPRR corridor. 

Southwest of the Oildale community, the alignment would cross SR 99 and continue southeast. 

South of Airport Drive, the alignment would cross and run parallel to the east side of SR 204. This 

route would continue until the SR 178 crossing, where the alignment would turn east and return 

parallel to the UPRR corridor. 

The F-B LGA would continue generally east within the Sumner Street and Edison Highway 

corridors and would terminate near Oswell Street. 

In Shafter, the F-B LGA southbound alignment would be approximately 85 feet from the easterly 

boundary of the BNSF. The F-B LGA alignment would continue to transition away from the BNSF 

through Shafter. 

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Design Option F-B LGA 

Total Length (linear miles) 23.13 

Length on at-grade profile (linear miles) 10.52 

Length on bridge (linear miles) 0.43 

Length on steel truss (linear miles) 0.31 

Length on retained fill (linear miles) 1.97 

Length on viaduct (linear miles) 9.90 

Number of Straddle Bents 22 

Number of Railroad Crossings 5 

Number of Major Water Crossings 1 

Number of Canal Crossings 7 

Number of Road Crossings 43 

Number of Road Crossings – Overcrossings in Shafter 1 

Number of Road Crossings – Undercrossings in Shafter 11 

Number of Road Crossings – Overcrossings in Bakersfield 0 

Number of Road Crossings – Undercrossings in Bakersfield 30 

Number of Road Crossings – Shafter/Bakersfield Shared Overcrossing 1 

Number of Roadway Closures 10 

Number of Roadway Modifications Multiple 

Number of At-Grade Crossings Removed 7 

Total Length (linear miles) 23.13 

Chapter 2 F-B LGA Description 

Table 2-1 Design Features of the F-B LGA 

Source: Authority and FRA, 2016 

F-B LGA = Fresno to Bakersfield Locally Generated Alternative 

In Bakersfield, in order to minimize impacts to buildings and residents along Sumner Street and 

Edison Highway, the F-B LGA alignment would be located on a viaduct within the existing 

roadway right-of-way. Both roadways parallel the UPRR southern property boundary. The F-B 

LGA alignment would be aligned so that the edge of the structure does not fall within the active 

UPRR operating corridor. The operating corridor is determined by the physical features within the 

railroad’s right-of-way that limit the useable width, such as bridge overpass structures, buildings, 

and fences. The F-B LGA track on the viaduct would be as close 140 feet from the nearest UPRR 

ground level track along Sumner Street and as close as 70 feet from the nearest UPRR ground 

level track along Edison Highway. 

2.4.3 North-South Alignment 

The F-B LGA would run generally north-south between the city of Shafter and the city of 

Bakersfield. Please refer to Figures 3.16-23 through 3.16-34 in Section 3.16, Aesthetics and 

Visual Resources, of this Draft Supplemental EIR/EIS, for existing and post-project views (from 

north to south) along the F-B LGA. 

The northern terminus of the F-B LGA would be located just north of the city of Shafter, parallel 

and adjacent to the east side of the BNSF. The alignment would be at-grade and would continue 

southeast at the Poplar Avenue crossing. Poplar Avenue would be raised in place to cross over 

SR 43, the BNSF, and the F-B LGA. Beginning near the Poplar Avenue overcrossing, both the 

BNSF track and the F-B LGA would begin ascending in order to eliminate the existing at-grade 

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

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Chapter 2 F-B LGA Description 

Shafter Avenue, Central Avenue, and E Lerdo Highway.5 BNSF and F-B LGA bridges would be 

constructed at these locations, and in-between the underpasses, the BNSF and F-B LGA 

alignments would be built on retained fill. A maintenance road access for the F-B LGA alignment 

would be constructed between the two retained fill embankments. A retaining wall would be 

constructed along the BNSF/SR 43 right-of-way, and another retaining wall would be built along 

Walker Street. After crossing E Lerdo Highway, the BNSF profile would be lowered to match the 

existing track profile at E Los Angeles Avenue, while the F-B LGA would remain on an elevated 

fill section. 

The existing BNSF industry spur adjacent to Commercial Drive would be reconnected from the 

south, and the F-B LGA alignment would include a bridge to allow the spur to cross underneath. 

The existing crossing at E Los Angeles Avenue would be closed and traffic routed onto Beech 

Avenue. The F-B LGA would provide openings/undercrossings at Riverside Street and Cherry 

Avenue in the city of Shafter. Additionally, Riverside Street would be raised in place to cross over 

SR 43 and the BNSF, then lowered to match existing elevations, allowing the F-B LGA to cross 

over. From Cherry Avenue, the F-B LGA would begin to turn east, north of Burbank Street, to the 

city limits of Shafter. See Figure 2-10, Figure 2-11, and Figure 2-12 for example cross-section 

views of the F-B LGA within the city of Shafter. 

Traction power substations (approximately 32,000 square feet in size) are located along the F-B 

LGA at approximately 5-mile intervals beginning near E Los Angeles Avenue and continuing 

south. Stand-alone radio sites (approximatively 100 feet tall) are also positioned along the F-B 

LGA at approximately 2.5-mile intervals, beginning near the intersection of Orange 

Avenue/Oleander Street and continuing south. 

The F-B LGA would turn east along the north side of Burbank Street and then turn southeast at 

the UPRR. The alignment would continue on embankment until just after crossing the Lerdo 

Canal. Individual bridges of the F-B LGA alignment would be developed to cross over Driver 

Road, Zachary Avenue, the Calloway Canal, Zerker Road, and the Friant-Kern and Lerdo Canals. 

Verdugo Lane would also be left open as a farm road crossing rather than a full roadway opening. 

North of 7th Standard Road, an F-B LGA aerial structure would be required to accommodate 

access to existing industries. 7th Standard Road would be raised to cross over the F-B LGA 

aerial structure, the UPRR, and SR 99. The 7th Standard Road profile increase will require the 

removal and construction of bridges over the UPRR and SR 99, as well as raising the 

intersections with Coffee Road and Golden State Avenue. As part of the roadway work, a new onramp connection to southbound SR 99 would be added for westbound traffic. Please see Volume 

III of this Draft Supplemental EIR/EIS, which contains preliminary design plans for the 7th 

Standard Road/SR 99 interchange. 

5

 Analysis the Authority conducted shows that five grade separations of rail lines from cross vehicle traffic would 

adequately maintain present and future-condition traffic circulation in Shafter (Poplar, Fresno, Central, East Lerdo 

Highway, and Riverside). A sixth grade separation at Shafter Avenue, is not necessary to maintain adequate traffic 

circulation. It is evaluated in this environmental document for informational purposes only, at the request of Shafter and in 

attempt to settle litigation (not concluded) Shafter filed in 2014; its inclusion in this document does not commit the 

Authority to include it in any project the Authority approves at the conclusion of the environmental process. Similarly, 

Zachary Avenue, Driver Road and Zerker Road are existing north-south roadways the LGA would cross as it traverses 

between the BNSF and SR-99. The LGA design includes openings under the HSR tracks to allow for the current roadway 

and Shafter’s desired future improvements; however, it is likely that one or more of these three roadways are not required 

to remain open to maintain adequate circulation. These three openings are included in this environmental document at the 

request of Shafter and in attempt to settle litigation (not concluded) Shafter filed in 2014; their inclusion in this document 

does not commit the Authority to their inclusion in any project the Authority approves at the conclusion of the 

environmental process. 

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Chapter 2 F-B LGA Description 

Figure 2-10 Cross-Section of F-B LGA wi

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Figure 2-11 Cross-Section of F-B LGA within the City of Shafter North o

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Figure 2-12 Cross-Section of F-B LGA within the City of Shafter a

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Chapter 2 F-B LGA Description 

Within the city of Bakersfield, the F-B LGA would run generally parallel and adjacent to the UPRR 

corridor. Throughout the city of Bakersfield, the F-B LGA would be on a viaduct (Figure 2-11). 

After crossing 7th Standard Road, the alignment would continue southeast over Fruitvale Avenue 

and then Snow Road. Southwest of the community of Oildale, the F-B LGA would cross over 

Beardsley Canal, then SR 99, and continue southeast. The F-B LGA would then cross over State 

Road, Olive Road, and State Road again. On its approach to Airport Drive, the F-B LGA would 

cross the existing BNSF branch line tracks and continue southeast, paralleling but separated from 

the UPRR corridor. After crossing Airport Drive, the F-B LGA would run parallel to and east of 

SR 204. 

The F-B LGA would continue southeast on viaduct, crossing over the Calloway Canal, the Kern 

River, the Carrier Canal, Chester Avenue, 30th Street, M Street, O Street, and Q Street. The 

alignment would continue southeast until the proposed crossing at SR 178, where the F-B LGA 

would turn east and would generally run parallel to the UPRR corridor. 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 UPRR tracks, and Truxtun 

Avenue. East of Truxtun Avenue, the alignment would continue on viaduct and transition to the 

north side of the Edison Highway corridor, crossing 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 F-B LGA such that connecting 

streets (e.g., Exchange Street, Webster Street, Quantico Avenue, and California Avenue) would 

not have to cross under the viaduct. The F-B LGA alignment would terminate near Oswell Street 

and connect to the HSR alignment in the Bakersfield to Palmdale Project Section. 

The alignment would run above Sumner Street and Edison Highway on viaduct. Along these two 

roads, placement of straddle bents, along with columns in the median of the roadway, would be 

necessary. The viaduct would be designed to minimize impacts to the local businesses along 

each roadway. Figure 2-13 shows a cross-section of the F-B LGA viaduct in the city of 

Bakersfield, which may be implemented within the Sumner Street and Edison Highway corridors. 

The proposed F-B LGA station evaluated in this Draft Supplemental EIR/EIS would be located at 

the intersection of F Street/SR 204. This proposed station is discussed in Section 2.4.4. 

2.4.4 F-B LGA F Street Station 

The currently proposed F-B LGA F Street Station would be located at the intersection of F 

Street/SR 204 and would be designed per the High-Speed Train Station Area Development: 

General Principals and Guidelines (Authority 2011). The proposed station would include the 

typical facilities and services as described in Chapter 2 of the Fresno to Bakersfield Section Final 

EIR/EIS (pages 2-1 through 2-36) (Authority and FRA 2014). 

Table 2-13, Planning and Design Assumptions, in the Fresno to Bakersfield Section Final EIR/EIS 

Chapter 2 provides information on planning and design assumptions for HSR stations (page 2-

73). The discussion is applicable to the F-B LGA F Street Station in Bakersfield. Figure 2-14 and 

Figure 2-15, respectively, show a proposed rendering and layout of the F-B LGA F Street Station 

site. The F-B LGA F Street Station would be designed in accordance with the Authority’s General 

Principles and Guidelines (Authority and FRA 2011), and would accommodate the Authority’s 

anticipated ridership for the station (please refer to Section 2.7). Following are the circulation 

improvements proposed as part of the station plan: 

 F Street/SR 204: The F Street Station Alternative would include access modifications to SR

204 at F Street. The modifications would include elimination of the at-grade intersection of F

Street/SR 204. The F Street roadway would be lowered underneath SR 204, and on-ramps

and off-ramps would be constructed to and from SR 204. The northbound on-ramps and offramps would connect to SR 204 and would drop down to F Street in a standard diamond

configuration. The southbound off-ramp would be configured as a loop ramp. The

southbound off-ramp would cross over F Street, then turn 180 degrees and connect to F

Street, and the on-ramp would share the same intersection with F Street. This configuration

on the southbound side of SR 204 allows the existing neighborhood access to remain. The

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Figure 2-13 Viaduct Cross-Section of the F-B LGA within 

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Chapter 2 F-B LGA Description 

Figure 2-14 Bakersfield F St

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Figure 2-15 Bakersfield F Street Stat

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new interchange would eliminate the access ramp from Chester Avenue. Local traffic from 

Chester Avenue would be required to use F Street to access northbound SR 204. The F Street 

undercrossing is proposed to be seven lanes wide and would include dual left-turn lanes on 

northbound F Street. Additionally, a third through lane would be added on F Street between the 

SR 204 eastbound ramps intersection and 30th Street. This would be accomplished by converting 

the current two-way left-turn lane on F Street to a dedicated northbound through lane and 

restricting northbound and southbound left turns on this segment of F Street. 

 Golden State Highway South Frontage Road/F Street: As part of the Golden State

Highway/F Street interchange, the SR 204 South Frontage Road connecting to F Street

would be closed on both sides. However, access to the neighborhood that uses the south

frontage road would be provided by a new roadway that would tee into the 30th Street/Alder

Street intersection.

 Chester Avenue/34th Street: This intersection would be realigned, and the west leg would

serve as one of the access locations to the station. This would provide signalized full-access

to the station.

 Chester Avenue/32nd Street: This would be the third access location to the station and

would operate as a right-in/right-out-only driveway.

 Chester Avenue/SR 204 Roundabout: Due to the construction of the proposed project and

the F Street interchange, modifications would be required to two access legs of this

roundabout. Both the Golden State North and South Frontage Roads would be closed to

accommodate the new F Street interchange ramps.

The entire proposed F Street Station area footprint would be approximately 46 acres and would 

be located between the UPRR, SR 204, the Carrier Canal, and Chester Avenue. Access to the 

station would occur from the F Street underpass, the 34th Street overpass, and a right-in/right-out 

driveway from Chester Avenue. The vehicle circulation from F Street would be organized to 

maximize separation of flows of private vehicle and public transit circulation to reduce delays of 

public transit caused by traffic congestion. The existing transit center to the east of F Street 

provides a convenient connection to Chester Avenue, where the City of Bakersfield plans to 

construct a future bus rapid transit line. The transit center would also be connected to the primary 

building of the F Street Station with a dedicated bike/pedestrian walkway that is grade-separated 

at F Street. This dedicated bike/pedestrian walkway, proposed as part of the F-B LGA, would run 

the length of the F Street Station site, and would provide bike and pedestrian access between 

Chester Avenue, the main station building entrance, and the Kern River trail system. 

The F-B LGA F Street Station would be designed with two station buildings on approximately 2.2 

acres of land. The primary station of the F-B LGA F Street Station would be located on the south 

side and encompass approximately 78,000 square feet. The secondary station would be located 

on the north side and encompass approximately 50,000 square feet. Each station building would 

have three levels: ground, mezzanine, and platform. The ground level of each building would 

consist of station operation and support rooms in addition to concourse space. The second level 

(mezzanine) would facilitate passenger circulation to and from the 60 foot-tall platform level. Each 

station building would open onto an entrance plaza facing SR 204. The primary station plaza 

would be supported with retail use along the edge and terraced down to meet the F Street 

connection at its minimum elevation (23 feet below concourse level). The remaining 11.75 acres 

would be organized into surface and structured parking. Surface parking would be designated on 

7 acres with a planned parking capacity of 762 vehicles. Six seven-story parking structures would 

be located on the station site (on approximately 4.7 acres). The parking structures would include 

one basement level and a roof deck parking level, and would have total parking capacity for 4,438 

vehicles. The total parking capacity (surface parking lots and parking structures) for the station 

site would accommodate parking for 5,200 vehicles. Finally, the station site would provide 2.8 

acres (at the corner of the site where SR 204 crosses over Chester Avenue) that would be 

dedicated to a landscaped stormwater retention area. 

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Chapter 2 F-B LGA Description 

The Amtrak station is located approximately 1 mile south of the proposed F Street Station site. 

With the introduction of HSR service, it is expected that Amtrak San Joaquin rail service would 

function as a feeder service to the HSR system in the Fresno to Bakersfield area. This is 

consistent with the 2008 San Joaquin Corridor Strategic Plan (San Joaquin County 2008), the 

2013 California State Rail Plan (Caltrans 2013), and the California HSR Program Revised 2012 

Business Plan (Authority and FRA 2012), as discussed in the Fresno to Bakersfield Section Final 

EIR/EIS. This assumption is also consistent with the 2016 California HSR Business Plan 

(Authority and FRA 2016). Currently, the Authority, along with state, regional, and local agencies, 

is engaged in ongoing coordinated planning efforts for connecting regional rail service with the 

HSR system. These coordinated efforts will help promote economic development, encourage 

station area development, and enhance multimodal connections between the cities and stations. 

2.4.4.1 Maintenance of Infrastructure Facility 

The HSR infrastructure would be maintained from regional MOIFs located at approximately 150-

mile intervals. For the F-B LGA, one MOIF is proposed to be located in the city of Shafter 

between Poplar Avenue and Fresno Avenue (Figure 2-3). MOIFs provide equipment, materials, 

and replacement parts for the HSR system subdivision. The MOIFs would be sized and outfitted 

to support the maintenance of infrastructure requirements for 75 miles of HSR track in either 

direction, supported by a maintenance of infrastructure siding within each 75-mile segment. The 

150-mile territory covered by each MOIF would accommodate the time for equipment traveling at 

60 miles per hour to reach locations along the alignment during the five-hour nonrevenue 

maintenance period. The MOIFs would be the locations of regional maintenance machinery 

servicing storage, materials storage, personnel, and maintenance and administration. Main track 

access would be accomplished through 45 mile-per-hour turnouts at both ends, ideally located 

near universal crossover locations (110 miles per hour) to facilitate efficient movement to either 

main track. The functional requirements of the MOIF sites would include: 

 Six yard tracks plus one siding track (1,600 feet in length), totaling approximately 28 acres

 Approximately 8,150 feet of yard track capacity

 Shop facilities for the following activities: MOIF inventory, infrastructure, and equipment

maintenance/repair

 Stockpile areas for ballast and other bulk materials, and secured stockpile areas for nonbulk

materials

 A rail-side unloading dock and continuous welded rail train storage (1,600 feet), and railborne equipment and locomotive storage tracks

 Public access roads to the MOIF and maintenance access roads along the HSR track

Please refer to Chapter 2 of the Fresno to Bakersfield Section Final EIR/EIS (pages 2-15 and 2-

16) (Authority and FRA 2014) for more detailed information on MOIF design and requirements.6 

2.4.5 Other Alignment Requirements 

2.4.5.1 Frontage Road and Local Roadway Crossings 

The alignment traveling through rural regions would affect existing local frontage roads used by 

small communities and farm operations. Where these frontage roads are affected by the HSR 

alignment, they would be shifted and reconstructed to maintain their function. Where roads would 

be perpendicular to the proposed HSR system, over crossings or undercrossings would be 

6

 In the Fresno to Bakersfield Section Final EIR/EIS, the proposed Shafter MOIF was collocated with the proposed heavy 

maintenance facility. However, while the proposed Shafter heavy maintenance facility was evaluated in the Fresno to 

Bakersfield Section Final EIR/EIS, it was not approved; instead the MOIF was approved at that location. Therefore, for the 

purposes of this Draft Supplemental EIR/EIS, a MOIF site located north of Shafter was evaluated but no heavy 

maintenance facility site was identified or analyzed as part of the F-B LGA consistent with the comparable portion of the 

Preferred Alternative (i.e., the “May 2014 Project”) used to compare impacts to the F-B LGA. 

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Chapter 2 F-B LGA Description 

planned. Technical Appendix 2-A provides a completed listing of roadway crossings associated 

with the F-B LGA. 

Over crossings or undercrossings for the Fresno to Bakersfield Section would be provided 

approximately every 1 mile or less in many locations due to existing roadway infrastructure. Some 

roads may be closed in between. For the F-B LGA, the most common use of grade separation 

from the existing roadways is elevation of the F-B LGA. 

Through the city of Shafter, the alignment would run on a raised/retained embankment. Openings 

in the embankment would be created for existing roadways or roadways that would be rerouted. 

Additionally, the existing freight train railroad (BNSF) through the city would be elevated to 

eliminate existing at-grade crossings through downtown Shafter. The existing storage tracks 

south of East Lerdo Highway would be reconstructed south of East Los Angeles Avenue, and the 

existing industry spur track near Commercial Drive would be reconnected from the new storage 

tracks. 

Through the city of Bakersfield, the alignment would run primarily on a viaduct structure that 

would allow the local roadways to pass underneath. Please refer to Chapter 2 of the Fresno to 

Bakersfield Section Final EIR/EIS (pages 2-1 through 2-15) (Authority and FRA 2014) for a 

description of the proposed roadway, railroad, and canal crossings for the HSR system that would 

be applicable to the F-B LGA and the May 2014 Project. 

2.4.5.2 Irrigation and Drainage Facilities 

The F-B LGA would affect some existing drainage and irrigation facilities. Depending on the 

extent of the impact, existing facilities would be modified, improved, or replaced as needed to 

maintain existing drainage and irrigation functions and to support F-B LGA drainage 

requirements. 

2.4.5.3 Utility Modifications 

Section 2.2.6 of Chapter 2 of the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 

2014) provides a discussion on traction power distribution, including traction power substations, 

switching and paralleling stations, and signaling and train-control elements. The following section 

provides information regarding utility modifications that are anticipated to occur with 

implementation of the F-B LGA. 

In Bakersfield, at the overcrossing of Union Avenue and Sumner Street, proposed alternative 

locations for the traction power substations have been identified. These alternative locations can 

receive power from the proposed 230 kilovolt utility switching station located approximately 3,000 

feet north along Union Avenue. 

The proposed F-B LGA crosses a number of utilities, including but not limited to high-voltage (HV) 

transmission lines, water conveyance pipelines/canals, natural gas pipelines, and fiber-optic lines. 

To the extent that it is feasible and reasonable, utilities located within the proposed F-B LGA 

right-of-way would be relocated to outside of the right-of-way. In the event that additional utility 

relocations are identified during final engineering design and those relocations are outside of the 

F-B LGA footprint evaluated in this Draft Supplemental EIR/EIS, additional CEQA, and National 

Environmental Policy Act review would be conducted for those relocations as necessary. Under 

the current design of the project, utility relocation would occur within the project footprint identified 

in Figure 2-3, Figure 2-4, and Figure 2-5. Relocation of utilities would be limited to areas in direct 

conflict with the F-B LGA construction and right-of-way but may require the complete 

abandonment or removal and the reconstruction of a utility facility. Modification of existing HV 

lines and towers within their existing rights-of-way and easements may require temporary HV line 

bypasses outside their rights-of-way or easements to construct the relocations. 

The following provides a summary of the HV transmission tower modifications that are anticipated 

to occur with implementation of the F-B LGA: 

 Modification of existing HV towers would involve raising the overall height of existing HV

transmission towers for purposes of raising the power conductors higher to clear over the F-B

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Chapter 2 F-B LGA Description 

LGA in accordance with California Public Utility Commission requirements and Pacific Gas 

and Electric Company standards. In some cases, this may include relocating HV transmission 

towers horizontally. 

 The preferred HV transmission line relocation methodology would be to modify existing steel

lattice type or steel truss type HV transmission towers at their existing locations.

 Existing HV transmission timber poles requiring modification would be replaced with new,

taller timber poles or tubular steel poles (TSP) depending on the height adjustment required.

The steel lattice towers or steel truss towers that are anticipated to be modified would be

evaluated by an Authority engineering contractor (who will be approved by Pacific Gas and

Electric Company). Existing tower conditions would be evaluated and a structural analysis

performed to evaluate the feasibility of modifying the existing HV transmission towers.

Modifications to the existing towers may include strengthening of the steel lattice tower

frames by replacement of horizontal members, diagonal members, and vertical members.

This may also include adding additional horizontal, diagonal, and vertical bracing members to

add overall support for raising portions of the steel space frame or truss. Additional steel

framing would be added to the top of the tower to extend the height along with the vertical

relocation of the cross arms which support the conductors as necessary.

 Should an HV steel lattice tower or steel truss tower be determined through the evaluation

and structural analysis process to be inadequate for modifying, then the tower would be

replaced with a new TSP.

 Existing towers located too close to the F-B LGA would be relocated horizontally if any

portion of the existing HV transmission tower would impact the F-B LGA viaduct in the event

the existing tower should fall over. If the tower is determined to be too close to the F-B LGA,

the relocated tower would be placed 200 feet clear of the F-B LGA right-of-way.

HV transmission areas that are anticipated to be affected by implementation of the F-B LGA 

occur in five locations along the alignment. A brief summary of the location as well as the work 

anticipated to be completed is discussed below. 

Coffee Road, Shafter (115-Kilovolt Line) 

Two HV towers are located perpendicular to Coffee Road in the city of Shafter as shown on 

Composite Utility Plan drawing UT-C1026. The existing HV towers located east and west of the 

F-B LGA alignment at this location are approximately 60 feet in height and would be raised in 

order to clear the F-B LGA alignment. At this HV transmission crossing, it is expected that the 

existing tower west of the F-B LGA alignment will be relocated west along the south side of 

Coffee Road to clear the F-B LGA alignment by 200 feet. A new TSP would be installed to 

replace the existing tower west of the F-B LGA alignment at an increased height. The 

easternmost existing HV steel lattice tower would be raised to provide additional clearances for 

the F-B LGA alignment. The HV conductors and first towers that straddle each side of the F-B 

LGA alignment crossing would also need to be raised. Additionally, the second existing HV tower 

on the west side of the F-B LGA alignment would be adjusted vertically to accommodate the F-B 

LGA overcrossing. 

7th Standard Road, City of Shafter/Bakersfield, 115-Kilovolt Line (Single Circuit) 

Two HV towers are located parallel to 7th Standard Road in the city of Shafter. The existing HV 

tower east of the F-B LGA alignment is 80 feet tall, and the existing HV Tower west of the F-B 

LGA alignment is 110 feet tall. The HV towers located to the east and west of the F-B LGA 

alignment would need to be raised to clear the F-B LGA alignment. At this HV transmission 

crossing, the existing steel lattice tower east of the F-B LGA alignment would be removed since 

the tower is too close to the F-B LGA. The next existing HV transmission tower west of the F-B 

LGA alignment is a TSP and would serve as the westerly tower that straddles the F-B LGA. 

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Chapter 2 F-B LGA Description 

Southwest of State Route 99 and northeast of Lerdo Canal, City of Bakersfield, 70-Kilovolt 

Line (double circuit) 

Two HV towers are located on vacant land southwest of SR 99 and northeast of Beardsley Canal 

in the city of Bakersfield. The existing HV towers located east and west of the F-B LGA alignment 

are 110 feet tall and would need to be raised in order to clear the F-B LGA. At this HV 

transmission crossing, the existing steel lattice tower east of the F-B LGA alignment would be 

removed since the tower is located too close to the F-B LGA. A new HV TSP transmission tower 

west of the F-B LGA alignment would be constructed and would serve as the westerly tower that 

straddles the F B LGA alignment. The existing HV transmission steel lattice tower east of the F-B 

LGA alignment would serve as the easternmost straddle point spanning the F-B LGA alignment. 

The existing HV transmission steel lattice west of the F-B LGA would be raised so the conductors 

clear the F-B LGA alignment. 

West/East of State Route 204 Near the Kern County Water Agency Treatment Plant and 

Kern River, City of Bakersfield, 115-Kilovolt Line (Double Circuit) 

The two HV towers are located east and west of SR 204 on land near the Kern County Water 

Agency treatment plant, Kern River, and the UPRR in the city of Bakersfield as shown on 

Composite Utility Plan drawing UT-C1035. The existing HV towers located east and west of the 

F-B LGA alignment are 110 feet tall and would need to be raised to clear the F-B LGA. At this HV 

transmission crossing, the first pair of existing steel lattice towers that straddle the F-B LGA 

alignment on the east and west sides would be raised to provide additional clearances for the F-B 

LGA alignment. 

Adjacent to Sam Lynn Ball Park and Parallel to Elm Street, City of Bakersfield, 115-

Kilovolt/70-Kilovolt Mixed Voltage (Double Circuit) 

Three HV towers are located near Sam Lynn Ball Park, two are located in the proposed F Street 

Station area, and two are parallel to Elm Street in the city of Bakersfield. The existing HV towers 

located east and west of the F-B LGA alignment are 110 feet tall and would need to be raised to 

clear the F-B LGA. At this HV transmission crossing, the existing pair of HV transmission steel 

lattice towers would be removed from the proposed F-B LGA F Street Station site. To clear the FB LGA F Street Station site, these towers would be relocated north within the Kern River Parkway 

area between the SR 204 and the UPRR right-of-way. The HV transmission towers would be 

TSP-type towers. To accommodate this relocation, two additional pairs of towers would be 

installed both east and west of the F-B LGA alignment to maintain the double-circuit spacing of 

the tower runs and provide less impact to the Ball Park. On the west side of SR 204, the first pair 

of existing steel lattice towers would be removed to accommodate two new TSP HV transmission 

towers. The towers would be sited to avoid conflicts with Elm Street and the city of 

Bakersfield/Kern County Water Agency Carrier Canal property, and to avoid impacting the 

adjacent residential properties. The two additional TSP HV transmission towers east of the F-B 

LGA F Street Station would be set adjacent to the toe of the Carrier Canal levee. Both new sets 

of TSP HV transmission towers would be installed approximately 50 to 55 feet higher than the 

existing steel lattice transmission towers to provide the necessary clearance. The northerly tower 

line run on the east side of the F-B LGA alignment would be located within the Uplands of the 

Kern River, which is a resource that would require evaluation under Section 6(f) (please see 

Chapter 4 of this Draft Supplemental EIR/EIS). The proposed modifications to the towers within 

the Uplands of the Kern River would be modified by utilizing existing tower foundations, and 

expanded tower foundation footprints would not be required. Figure 2-16, and Figure 2-17, show 

tower construction and stringing activities that would occur during utility modifications associated 

with F-B LGA development. 

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Chapter 2 F-B LGA Description 

Figure 2-16 Typical Tower Structure Construction 

Figure 2-17 Typical Conductor Stringing Activities 

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Chapter 2 F-B LGA Description 

2.4.5.4 Natural and Semi-Natural Habitats 

Wildlife crossing opportunities would be available through a variety of engineered structures 

associated with the Fresno to Bakersfield Section. The F-B LGA does not include any dedicated 

wildlife crossing structures; however, wildlife crossing opportunities would be available at 

elevated portions of the alignment, bridges over riparian corridors, road over crossings and 

undercrossings, and drainage facilities (i.e., large-diameter [60–120 inches] culverts and paired 

30-inch culverts). 

The Kern River has been identified as a wildlife corridor along the F-B LGA. The Kern River 

would be spanned by an F-B LGA viaduct with an underside elevation of approximately 45 feet 

above ground level, which would allow for continued use of the Kern River as a wildlife corridor 

with minor intrusion. 

2.5 Modification of California Department of Transportation/State 

Facilities 

All of the Fresno to Bakersfield Section alternatives would cross state highway facilities. 

Depending on the F-B LGA guideway type at these crossings, the F-B LGA guideway would 

require a construction easement, an easement for columns within a state facility, or modification 

of overcrossings or interchanges. Table 2-14 of the Fresno to Bakersfield Section Final EIR/EIS 

(page 2-88) (Authority and FRA 2014) identifies the affected facilities and summarizes impacts 

caused by the HSR alternatives. Figure 2-44 of the Fresno to Bakersfield Section Final EIR/EIS 

shows the locations of the affected state facilities for each of the HSR alternatives considered in 

the Fresno to Bakersfield Section Final EIR/EIS. 

The F-B LGA would traverse urban, downtown areas in the cities of Shafter and Bakersfield. In 

doing so, the alignment would cross SR 178 and SR 99, and would parallel SR 204 for 3 miles. At 

these locations, no significant modification to California Department of Transportation (Caltrans) 

facilities would occur, as the alignment would cross over each facility. However, easements would 

be required for the modifications within Caltrans facilities. 

2.5.1.1 State Route Reconfigurations 

The alternative alignments evaluated in the Fresno to Bakersfield Section Final EIR/EIS 

(Authority and FRA 2014) would require reconfigurations to state facilities. A detailed discussion 

of these reconfigurations and figures showing these reconfigurations are provided in Section 

2.4.5.1 of the Fresno to Bakersfield Section Final EIR/EIS (page 2-91). 

The F-B LGA, as described above, would require reconfigurations to Caltrans facilities, including 

the construction of two new interchanges, one at 7th Standard Road/SR 99 and the other at SR 

204/F Street. SR 43 in Shafter would be modified due to the removal of the at-grade freight 

railroad crossings and the addition of new intersections. Modification of the existing pavement 

markings along SR 99 near Knudsen Drive would be required to provide the proper clearance for 

F-B LGA columns proposed for placement in the SR 99 median. Existing SR 99 is wide enough 

that no additional roadway width would be needed to provide the appropriate clearance. 

2.5.1.2 State Highway Undercrossings 

In various locations where the F-B LGA alignment is proposed to cross over state highway 

facilities on viaduct, the possibility of encroachment into Caltrans right-of-way would depend on 

the specific design and construction methods required. In some cases, temporary closure of the 

Caltrans right-of-way may be required. Traffic would be detoured onto local streets during such 

closures. 

The F-B LGA, as described above, would pass over SR 178 and SR 99. However, this alignment 

would not require the development of undercrossings for these state highways. 

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Chapter 2 F-B LGA Description 

2.5.1.3 Roadway Overcrossings 

As discussed above, Poplar Avenue and 7th Standard Road would cross over the F-B LGA using 

roadway-overcrossing structures. 

2.5.1.4 Eliminating an Approach of an At-Grade Intersection 

The elimination of one approach of an existing at-grade intersection with a state highway is 

deemed necessary where the road is in close proximity to other accessible, proposed 

overcrossings and/or its existing average annual daily traffic is not high enough to warrant its own 

overcrossing. In these circumstances, access would be severed along the approach of the 

intersection traversed by the F-B LGA track. Local traffic would utilize one of the other 

overcrossings in the vicinity. 

2.5.1.5 Ramp Modifications 

The F-B LGA would include access modifications to SR 204 at F Street. The modifications would 

include elimination of the at-grade intersection of F Street/SR 204. The F Street roadway would 

be lowered underneath SR 204, and on-ramps/off-ramps would be constructed to/from SR 204. 

This would eliminate the southbound access ramp to and the northbound access from Chester 

Avenue, and local traffic from Chester Avenue would be required to use F Street to access 

northbound SR 204. The new ramps along SR 204 would have impacts to two existing bridges on 

SR 204, the Garces Circle, and Carrier Canal bridges. Both bridges would be widened to 

accommodate the new access ramps. 

The F-B LGA would also include modifications to the existing 7th Standard Road/SR 99 

interchange. The modifications would include adding a westbound to southbound loop on-ramp, 

which would create additional connectivity to the interchange. The other existing ramps would be 

raised to meet the proposed 7th Standard Road profile. 

2.6 City and County Roadway Reconfigurations 

The F-B LGA would require the reconfiguration of several city and county roadways. In the city of 

Shafter, Madera Avenue will be closed with a cul-de-sac at the Shafter MOIF yard. The BNSF 

and F-B LGA would be on an elevated fill section and would parallel Central Valley Highway (SR 

43). A proposed retaining wall would be developed to support the fill adjacent to SR 43. The 

raised fill would require F-B LGA and BNSF bridges to be constructed at Fresno Avenue, West 

Shafter Avenue, Central Avenue, and E Lerdo Highway. South of E Lerdo Highway, the BNSF 

would return to at-grade and the F-B LGA alignment would remain on fill. At E Los Angeles 

Street, its connection to SR 43 would be closed and would be reconnected to Beech Avenue. 

Gold Avenue’s connection to Riverside Street would be closed with a cul-de-sac at the F-B LGA. 

Since the remainder of Gold’s Avenue is partially unpaved, the unpaved portions would be paved 

to E Los Angeles Street. As the F-B LGA diverges from the BNSF alignment, the F-B LGA fill 

would require development of bridges over Cherry Avenue, Driver Road, Zachary Avenue, and 

Zerker Road. At Verdugo Lane, a farm access box culvert (16 feet by 30 feet) would be provided 

for continued agricultural access. Orange Avenue E’s connection to Cherry Avenue would be 

modified. Road closures would occur at Orange Avenue E and at Mendota Road (a private road). 

The portion of Coffee Road north of 7th Standard Road would be realigned to the south of the FB LGA. Coffee Road would meet the raised 7th Standard Road profile, and Golden State 

Highway would also be raised to meet the higher 7th Standard Road profile. One access 

driveway (the adjacent commercial property frontage road) would need to be closed, but the other 

remaining access driveways would continue to provide service to the businesses. 

In the city of Bakersfield just north of SR 99, the F-B LGA would change to a viaduct. After 

crossing over SR 99, the F-B LGA crosses over State Road’s northern terminus and a cul-de-sac 

would be provided on State Road for an F-B LGA system site. Also, as the F-B LGA crosses over 

State Road again south of Olive Drive, the roadway would be realigned to pass between the 

viaduct columns. Further south on State Road near Pierce Road, State Road would be realigned 

under the viaduct and between viaduct columns. The F-B LGA viaduct in this area would be 

supported on straddle bents over the realigned roadway. A portion of Nadine Lane (private 

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Phase 1 Full System Phase 11 Full System 

HSR ticket price = 

83% of airfare levels 

HSR ticket price = 

83% of airfare levels 

13.2 47.6 40.2 69.3 13.2

 

Chapter 2 F-B LGA Description 

roadway) would be used to connect an F-B LGA access road. No modifications to Nadine Lane 

would be required except to provide a driveway connection. Continuing south, 34th Street would 

be realigned from approximately L Street to the F Street Station site. To get over the UPRR, the 

profile of 34th Street would rise to the City of Bakersfield maximum allotted 6 percent grade and 

Chester Avenue would be raised over the UPRR. K Street and L Street would be modified to 

meet the new 34th Street profile. To be used as an access road, 32nd Street would be realigned 

within the F Street Station property, and 24th Street would be closed at Golden State Avenue. 

Sumner Street would be modified and realigned between Sonora Street to Haley Street and the 

F-B LGA would curve to parallel the existing street alignment after Haley Street. Sumner Street 

would be narrowed to support a 12-foot-wide lane and up to an 8-foot-wide shoulder on each side 

of the viaduct columns. Between viaduct columns along Sumner Street, a raised median would 

be installed. Inyo Street, Tulare Street, Kern Street, King Street, Owens Street, and Gage Streets 

would be converted to right-turn-in and out at Sumner Street. Full access would be maintained at 

Beale Avenue. Miller Street and Haley Street would be closed at Sumner Street by installing culde-sacs. The F-B LGA parallels Edison Highway on the south side of the road from Washington 

Street to just north of Quantico Avenue. Just north of Quantico Avenue, the F-B LGA viaduct 

would transition to the south side of Sumner Street, to Oswell Street to the south. Steel Avenue 

would be closed at Edison Highway. 

2.7 Travel Demand and Ridership Forecasts 

The travel demand and ridership forecasts discussed in the Fresno to Bakersfield Section Final 

EIR/EIS (Authority and FRA 2014) have been applied to the F-B LGA. A brief summary of the 

ridership forecasts prepared for the Fresno to Bakersfield Section Final EIR/EIS is provided 

below. For more detailed information on the travel demand and ridership forecasts, please see 

Chapter 2 of the Fresno to Bakersfield Section Final EIR/EIS (pages 2-101 through 2-105). The 

ridership data presented below is the same as what was used in the Fresno to Bakersfield 

Section Final EIR/EIS and is used in this Draft Supplemental EIR/EIS to provide a comparison of 

effects between the F-B LGA and May 2014 Project. 

Ridership forecasts were prepared by the Authority for two scenarios: one assuming full system 

operation between Sacramento, San Diego, San Francisco, and Anaheim, and one assuming 

Phase 1 HSR operation between San Francisco, Merced, and Anaheim. The Authority also 

developed 2035 statewide regional growth estimates and applied these to the 2030 forecasts to 

develop 2035 forecasts. These forecasts were then used to estimate the rider

Table 2-2. 

Table 2-2 HSR System Ridership Forecasts (in millions per year) 

ship levels shown in 

Source: Authority and FRA, 2014. Chapter 2, Table 2-16, page 2-101 1 Although the full system is expected to be implemented by 2027, these forecasts provide worst-case scenarios for the Phase 1 terminus station and 

a lower-volume midline station in the full system. 

HSR = high-speed rail 

As shown in Table 2-2, the range of ridership forecasts for the Fresno to Bakersfield Section is 

69.3 million to 98.2 million passengers annually. This range of ridership forecasts allowed for the 

development of certain aspects of the HSR system design and certain portions of the 

environmental analysis as described in more detail in Chapter 2 of the Fresno to Bakersfield 

Section Final EIR/EIS (pages 2-1 to 2-36) (Authority and FRA 2014). Eventual HSR system 

ridership will depend on many uncertain factors, such as the price of gasoline or the eventual cost 

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Chapter 2 F-B LGA Description 

of an HSR ticket. Accordingly, the HSR system, including the F-B LGA, is designed to 

accommodate the broad range of future ridership over the coming decades. 

The analysis presented above is based on an assumed 188 train trips in the daytime and 37 trips 

at night for a total of 225 trains per day. There would be approximately 24 peak-hour trains. 

2.8 Operations and Service Plan 

The Operations and Service Plan discussed in the Fresno to Bakersfield Section Final EIR/EIS 

would be applicable to the F-B LGA, with updates per the 2016 Business Plan (Authority 2016). 

Phase 1 of the Operation and Service Plan would connect the Silicon Valley to the Central Valley 

by 2025, and would connect San Francisco with Los Angeles via the initial Central Valley section 

by 2029. HSR service during Phase 2 would extend to Sacramento and San Diego starting after 

2029. The HSR would offer express, limited-stop, and all-stop services, depending on the time of 

the day and projected needs. For Phases 1 and 2 there would be 24 HSR stations; up to three 

HSR stations would be located within the Fresno to Bakersfield Section. There is one proposed 

station in the F-B LGA. By 2035, multiple facilities for overnight storage, inspection, and routine 

maintenance of over 200 trainsets, each 656 feet long would be required. One MOIF would also 

be required approximately every 100 miles. 

For more information on the Operations and Service Plan, please see Chapter 2 of the Fresno to 

Bakersfield Section Final EIR/EIS (pages 2-103 through 2-107) (Authority and FRA 2014) and the 

2016 Business Plan (Authority 2016). 

2.9 Maintenance Activities 

The Authority would regularly perform maintenance along the F-B LGA track and railroad right-ofway as the power systems, train control, signalizing, communications, and other vital systems 

required for the safe operation of the HSR system. Maintenance methods are expected to be 

similar to those of existing European and Asian HSR systems, adapted to the specifics of the 

California HSR. However, the FRA will specify the standards of maintenance, inspection, and 

other items in a set of regulations (Rule of Particular Applicability) to be issued in the next several 

years, and the overseas practices may be amended in ways not currently foreseen. The brief 

descriptions of maintenance activities described below are thus based on best judgement about 

future practices in California. 

 Track and Right-of-Way: The track at any point would be inspected several times per week

using measurement and recording equipment aboard special measuring trains. These trains

would be similar in design to the regular trains but would operate at a lower speed. The

special trains would run between midnight and 5:00 a.m. and would usually pass over any

given section of track once in the night.

Most adjustments to the track and routine maintenance would be accomplished in a single

night at any specific location with crews and material brought by work trains along the line.

When rail resurfacing (i.e., rail grinding) is needed, perhaps several times per year,

specialized equipment would pass over the track sections at 5 to 10 miles per hour.

Approximately every four to five years, ballasted track would require tamping. This more

intensive maintenance of the track uses a train with a succession of specialized cars to raise,

straighten, and tamp the track, using vibrating “arms” to move and position the ballast under

the ties. The train would typically cover a mile-long section of track in the course of one

night’s maintenance. Slab track, which is expected to comprise track at elevated sections,

would not require this activity. No major track components are expected to require

replacement through 2035.

Other maintenance of the right-of-way, aerial structures, and bridge sections of the alignment

would include drain cleaning, vegetation control, litter removal, and other inspection that

would typically occur monthly to several times a year.

 Power: The overhead contact system along the right-of-way would be inspected nightly, with

repairs being made when needed. This would typically be accomplished in one night’s

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Chapter 2 F-B LGA Description 

maintenance window. Other inspections would occur monthly. Many of the functions and 

status of substations and smaller facilities outside of the trackway would be remotely 

monitored; however, visits would be made to repair or replace minor items, and would also be 

scheduled several times per month to check the general site. It is expected that no major 

component replacement would be required for the overhead contact system or the 

substations through 2035. 

 Structures: Visual inspections of the structures along the right-of-way and testing of fire and

life-safety systems and equipment in or on structures would occur monthly, while inspections

of all structures for structural integrity would occur at least annually. Steel structures would

also require painting every several years. For tunnels and buildings, repair and replacement

of lighting and communication components would be performed on a routine basis. It is

expected that no major component replacement or reconstruction of any structures would be

needed through 2035.

 Signaling, Train Control, and Communications: Inspection and maintenance of signaling

and train control components would be guided by FRA regulations and standards to be

adopted by the Authority. Typically, physical in-field inspection and testing of the system

would occur four times per year using hand-operated tools and equipment. Communication

components would be routinely inspected and maintained, usually at night, although daytime

work may occur if the work area is clear of the trackway. No major component replacement of

these systems is expected through 2035. Several system site locations require access from

private roads.

 Station: The F Street Station would be inspected and cleaned daily. Inspections of the

structures, including the platforms, would occur annually, consistent with the maintenance

activities described in the Fresno to Bakersfield Section EIR/EIS (pages 2-106 and 2-107)

and in accordance with the regime developed between the Authority and contracted

maintainer. Inspections of other major systems, such as escalators, the heating and

ventilation system, ticket-vending machines, and closed-circuit television would be according

to manufacturer recommendations. Major F Street Station components are not expected to

require replacement through 2035.

 Perimeter Fencing and Intrusion Protection: Fencing and intrusion protection systems will

be remotely monitored as well as periodically inspected. Maintenance would occur as

needed, but it is not expected that the fencing or systems would require replacement before

2035. 

2.10 Construction Plan and Phased Implementation Strategy 

The Construction Plan and Phased Implementation Strategy discussed in the Fresno to 

Bakersfield Section Final EIR/EIS (Authority and FRA 2014) will be applicable to the F-B LGA. 

The general approach to building the HSR system, including activities associated with 

preconstruction and construction of major system components, and the Authority’s phased 

implementation strategy are summarized in Chapter 2 of the Fresno to Bakersfield Section Final 

EIR/EIS (pages 2-113 through 2-119). 

As discussed in Section 2.8 of the Fresno to Bakersfield Section Final EIR/EIS (page 2-113), the 

project would be built using a “design-build” (D/B) approach. This method of project delivery 

involves a single contract with the project owner to provide design and construction services. This 

differs from the “design-bid-build” approach, where design and construction services are 

managed under separate contracts and the design is completed before the project is put out for 

construction bids. The D/B approach offers more flexibility to adapt the project to changing 

conditions. The contract with the D/B contractor will require compliance with standard engineering 

design and environmental practices and regulations as well as implementation of any project 

design features and applicable mitigation measures included in this Draft Supplemental EIR/EIS. 

During final design, the Authority and its contractor would conduct a number of pre-construction 

activities to determine how best actual construction should be staged and managed. As described 

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Chapter 2 F-B LGA Description 

in Section 2.8.2, Pre-Construction Activities, of the Fresno to Bakersfield Section Final EIR/EIS 

(page 2-116), these activities would include identifying construction staging areas and pre-casting 

yards, which would be needed for the casting, storage, and preparation of precast concrete 

segments, temporary spoil storage, workshops, and the temporary storage of delivered 

construction materials. Field offices and/or temporary jobsite trailers would also be located at the 

staging areas. Following construction, staging and laydown areas would be restored to previous 

condition. 

The processes by which the F-B LGA and May 2014 Project would be constructed are similar; 

however, the main differences between the F-B LGA and the May 2014 Project with regard to the 

Construction Plan and Phased Implementation Strategy are as follows: 

 Raising the BNSF through Shafter

 The proposed raised portion would require the BNSF to be temporarily relocated on a

shoofly alignment. 

 The placement of the HSR alignment down the center of Sumner Street and Edison

Highway

 The May 2014 Project alignment analyzed in the Fresno to Bakersfield Final EIR/EIS

(Authority and FRA 2014) was sited adjacent to existing transportation corridors and not 

within, as with the F-B LGA. 

 The F-B LGA was developed in coordination with City of Bakersfield and Kern County 

representatives during Technical Working Group meetings, and in an attempt to reduce 

impacts, places the HSR corridor within the existing rights-of-way of Sumner Street and 

Edison Highway. 

 Construction of the F-B LGA would require a temporary shutdown/detour of existing 

traffic along Sumner Street and Edison Highway. 

 Access to the May 2014 Project Station versus the F-B LGA F Street Station

 Access to the May 2014 Project Station location (Truxtun Avenue) would not significantly

change the roadways from existing conditions. At-grade driveway access points were 

from the existing street system. 

 Access to the F-B LGA F Street Station would require a new interchange on SR 204, an 

F Street undercrossing at SR 204, and improvements to Chester Avenue and 34th Street 

to provide secondary access. 

 Construction of the roadway improvements associated with the F-B LGA F Street Station 

would require a shutdown and detouring of traffic for periods of two to three months for 

up to 15 months at a time. 

Construction of the HSR system began in January 2015. The Silicon Valley to Central Valley line 

is expected to be completed by 2024 and begin offering passenger service by 2025 as described 

in the 2016 Business Plan. 

The 2016 Business Plan developed and adopted by the Authority on May 1, 2016, presents the 

business model for how the Silicon Valley to Central Valley HSR line will be delivered and 

operated. The 2016 Business Plan discusses phased implementation of the HSR system with 

Phase 1 extending from San Francisco to Los Angeles by 20407

 and Phase 2 consisting of 

extensions from Merced to Sacramento and from Los Angeles to San Diego via the Inland 

Empire. 

7

 It should be noted that Phase 1 would include development of the HSR system to Bakersfield. 

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Chapter 2 F-B LGA Description 

2.11 Authority’s Adopted Requirements Applicable to the F-B LGA 

The FRA and the Authority prepared a joint Fresno to Bakersfield Section Project Final EIR/EIS, 

which included an MMEP. The adopted MMEP included a table of mitigation measures and a 

table of avoidance and minimization measures that were applicable to the alternatives evaluated 

in the Fresno to Bakersfield Section Final EIR/EIS. The MMEP (as amended) has been included 

as Appendix 2-G of this Draft Supplemental EIR/EIS, and all of the avoidance and minimization 

measures that are identified are applicable to the F-B LGA and are discussed, as appropriate, for 

each resource topic in Chapter 3. Appendix 2-H describes how the avoidance and minimization 

measures applicable to the F-B LGA minimize and avoid significant effects. 

2.12 Permits and Approvals 

The Authority and the FRA have prepared, or are in the process of preparing, agreements with 

environmental resource agencies to facilitate the environmental permitting required during final 

design and construction. These agreements—a memorandum of understanding and a 

memorandum of agreement or programmatic agreement—will clearly identify the Authority’s 

responsibilities in meeting the permitting requirements of the federal, state, and regional 

environmental resource agencies. For example, a memorandum of agreement was established in 

2010 among the Authority, the FRA, the U.S. Army Corps of Engineers, and the U.S. 

Environmental Protection Agency (Authority et al. 2010) regarding integration of the National 

Environmental Policy Act, Clean Water Act Section 404, and Rivers and Harbors Act Section 14 

processes. Table 2-3 lists the major environmental permits and approvals required for the HSR 

project that are potentially applicable to the F-B LGA. This table identifies each agency’s status 

as a National Environmental Policy Act cooperating agency or CEQA responsible agency. As a 

state agency, the Authority is exempt from local permit requirements; however, in order to 

coordinate construction activities with local jurisdictions, the Authority would seek local permits as 

part of construction processes consistent with local ordinances. The agencies identified in Table 

2-3 are anticipated to rely on the Fresno to Bakersfield Section Final EIR/EIS (Authority and FRA 

2014) and this Draft Supplemental EIR/EIS to support their permitting and approval processes. 

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Agency Permit 

Federal 

U.S. Army Corps of Engineers 

(NEPA cooperating agency) 

Section 404 Permit for Discharge of Dredged or Fill 

Materials Into Waters of the U.S. 

U.S. Bureau of Reclamation Permits to Enter; Temporary Construction Permits; 

Acquisition of Land Rights 

U.S. Department of Transportation Section 4(f) of the U.S. Transportation Act of 1966 

U.S. Department of the Interior/National Park 

Service 

Section 6(f) of the Land and Water Conservation Fund Act 

of 1965 

U.S. Advisory Council on Historic Preservation via 

the California State Historic Preservation Office 

Section 106 Consultation (National Historic Preservation Act 

of 1966) 

U.S. Environmental Protection Agency Review of Environmental Justice Conclusions; General 

Conformity Determination 

U.S. Fish and Wildlife Service Section 7 Consultation and Biological Opinion 

Surface Transportation Board 

(NEPA cooperating agency) 

Authority to construct and operate new rail line 

State 

California Department of Fish and Wildlife 

(CEQA responsible agency) 

California Endangered Species Act Permits 

California Department of Fish and Wildlife Section 1602 

Lake and Streambed Alteration Agreement 

Use of Title 14 Lands 

Caltrans (CEQA responsible agency) Caltrans Encroachment Permits 

California Public Utilities Commission 

(CEQA responsible agency) 

Approval for construction and operation of railroad crossing 

of public road and for construction of new transmission lines 

and substations 

California State Lands Commission 

(CEQA responsible agency) 

Lease for crossing state sovereign lands 

State Water Resources Control Board, Central 

Valley Regional Water Quality Control Board 

(CEQA responsible agencies) 

Clean Water Act Section 401 Water Quality Certification 

Section 402 National Pollutant Discharge Elimination 

System Water Discharge Permit 

Dewatering Permit (Order No. 98-67) 

Spill Prevention, Control, and Countermeasure Plan (part of 

Section 402 process) 

Stormwater Construction and Operation Permit 

Central Valley Flood Protection Board 

(CEQA responsible agency) 

California Code of Regulations, Title 23, Section 2, and 

Code of Federal Regulations, Title 33, Section 208.10 (flood 

protection facilities) 

Regional 

San Joaquin Valley Air Pollution Control District 

(CEQA responsible agency) 

Rule 201, General Permit Requirements; Rule 403, Fugitive 

Dust; Rule 442, Architectural Coatings; Rule 902, Asbestos; 

and Rule 9510, Indirect Source Review 

 

Chapter 2 F-B LGA Description 

Table 2-3 Major Environmental Permits and Approvals 

Caltrans = California Department of Transportation NEPA = National Environmental Policy Act 

CEQA = California Environmental Quality Act U.S. = United States 

California High-Speed Rail Authority November 2017

Fresno to Bakersfield Section Page | 2-45 

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Chapter 2 F-B LGA Description 

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November 2017 California High-Speed Rail Authority 

2-46 | Page Fresno to Bakersfield Section 

Draft Supplemental EIR/EIS