California High-Speed Rail Authority 

Fresno to Bakersfield 

Section 

Draft Supplemental 

Environmental Impact 

Report/Environmental 

Impact Statement 

Appendix 1-B 

Benefits 

November 2017 
Appendix 1-B 

Benefits 

November 2017 California High-Speed Rail Authority 

Fresno to Bakersfield Section 

Administrative Draft Supplemental EIR/EIS 

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Table of Contents 

California High-Speed Rail Authority November 2017 

Fresno to Bakersfield Section Page | 1-B-i 

Draft Supplemental EIR/EIS 

TABLE OF CONTENTS 

ACRONYMS AND ABBREVIATIONS ....................................................................................... 1-B-iii 

APPENDIX 1-B: BENEFITS ...................................................................................................... 1-B-1

1-B-1 PURPOSE ............................................................................................................ 1-B-1

1-B-2 ENVIRONMENTAL BENEFITS DESCRIBED IN PREVIOUS

DOCUMENTATION.............................................................................................. 1-B-2

1-B-3 ENVIRONMENTAL BENEFITS BASED ON SCENARIOS FROM PRIOR

BUSINESS PLANS .............................................................................................. 1-B-3

1-B-4 SUMMARY OF DIFFERENCES BETWEEN THE MAY 2014 PROJECT

AND THE F-B LGA PROJECT ............................................................................. 1-B-3

1-B-5 ENVIRONMENTAL BENEFITS DESCRIBED IN THE F-B LGA

SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT/SUPPLEMENTAL 

ENVIRONMENTAL IMPACT STATEMENT ......................................................... 1-B-4

1-B-6 ENVIRONMENTAL BENEFITS DESCRIBED IN 2016 BUSINESS PLAN .......... 1-B-5

1-B-7 CONCLUSION ..................................................................................................... 1-B-5

1-B-8 REFERENCES ..................................................................................................... 1-B-6
Table of Contents 

November 2017 California High-Speed Rail Authority 

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Acronyms and Abbreviations 

California High-Speed Rail Authority November 2017 

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Draft Supplemental EIR/EIS 

ACRONYMS AND ABBREVIATIONS 

Authority California High-Speed Rail Authority 

CO2 carbon dioxide 

CO2e carbon dioxide equivalent 

EIR environmental impact report 

EIS environmental impact statement 

FRA Federal Railroad Administration 

HSR high-speed rail 

MT metric tons 

SR State Route 

UPRR Union Pacific Railroad 

VMT vehicle miles traveled 
Acronyms and Abbreviations 

November 2017 California High-Speed Rail Authority 

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Appendix 1-B 

Benefits 

California High-Speed Rail Authority November 2017 

Fresno to Bakersfield Section Page | 1-B-1 

Draft Supplemental EIR/EIS 

APPENDIX 1-B: BENEFITS 

1-B-1 Purpose 

This Appendix provides information regarding the potential environmental benefits associated 

with the long-term operation of the high-speed rail (HSR) project. The Appendix opens with a 

brief review of the original intent (Purpose and Need) of the HSR programmatic environmental 

impact report (EIR)/environmental impact statement (EIS), and the identified benefits of the 

greater HSR system through California. Once a generalized vision is expressed, benefits 

associated with the Initial Operating System are presented. This review guides the discussion of 

the focused Fresno to Bakersfield segment under examination in the Fresno to Bakersfield 

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

Administration [FRA] 2014a) and the Fresno to Bakersfield Section Locally Generated Alternative 

(F-B LGA) Supplemental EIR/EIS. 

The Appendix then focuses on the Fresno to Bakersfield Section and offers a historical review of 

benefits identified in the previous Fresno to Bakersfield Section Final EIR/EIS, as well as those 

benefits resultant from the 2014 Business Plan (Authority and FRA 2014b). This Appendix then 

provides a review of the key project benefit information from this F-B LGA Supplemental EIR/EIS, 

and the expected benefits inherent in the 2016 Business Plan (Authority and FRA 2016).

In order to provide some context and differentiation for the changes and levels of benefit in this 

HSR project, a comparison of the project description and other circumstances that have changed 

between the previous environmental documents and business plans is presented. These changes 

include such features as changes in project phasing, operational assumptions, and modifications 

that may alter the significance of environmental effect and/or benefit of project implementation. 

This Appendix provides additional information on how those benefits may be lower for an 

undefined period of time than as described in the F-B LGA Supplemental EIR/EIS, based on

scenarios and assumptions contained in the 2016 Business Plan, which was adopted by the

Authority Board on May 1, 2016. This information is intended to reflect the potential range of

outcomes for HSR project benefits in the future, and to make the information about the range of

benefits available to inform the decision-making process. 

This information is initially addressed in technical sections of the F-B LGA Supplemental EIR/EIS, 

and is summarized in this Appendix to isolate and amplify the beneficial outcomes associated 

with project development. This additional information does not constitute a change in the 

proposed HSR system, and does not identify new or more severe adverse environmental impacts, 

or changes to the discussion of adverse environmental impacts from the HSR system. Neither 

does the additional information change the feasibility of any alternatives or mitigation strategies 

that were considered infeasible or not reasonable for purposes of project-level analysis. This 

additional information is solely for the purpose of providing a comparison of the analysis provided 

in the 2014 Business Plan, the 2016 Business Plan, and the F-B LGA Supplemental EIR/EIS. 

Benefits Associated with the High-Speed Rail System Through California 

The HSR system will provide environmental, economic, and community benefits statewide and 

within specific regions. Improvements in mobility and travel time, reductions in vehicle miles 

traveled (VMT) and commensurate drops in emissions of greenhouse gases (GHGs) and criteria 

air pollutants, increased job creation both during construction and throughout operations, 

enhanced community planning leading to transit-oriented development and pedestrian scale 

communities, greater opportunities for walking and improved health outcomes are all benefits 

identified through the HSR planning and environmental documentation. 

Operation of the first segment of the Phase 1 HSR system will remove the equivalent of 

31,000 passenger cars off the highways per day according to the California High-Speed Rail 

Project Comparison of Providing the Equivalent Capacity to High-Speed Rail through Other 

Modes (Authority and FRA 2012a). Overall travel times for both vehicular and air travel are 

expected to be affected by the HSR operation. The HSR operation will present an alternative to 
Appendix 1-B 

Benefits 

November 2017 California High-Speed Rail Authority 

1-B-2 | Page Fresno to Bakersfield Section

Administrative Draft Supplemental EIR/EIS 

the needed expenditure of $158 billion for new highway miles and airport infrastructure. VMT, an 

indicator of energy consumption, GHG emissions, and criteria air pollution generation, will be 

reduced from the diversion of travelers from passenger cars to rail. 

Benefits to economic development and job creation will be accrued from the HSR project. Over 

60,000 jobs annually are forecast during construction of the Phase 1 project over 15 years 

(Authority and FRA, 2016). Operation of the system will create more than 1,000 permanent jobs 

in each of the northern, central, and southern regions of the State. The $2.6 billion initial state 

investment in HSR from Proposition 1A bond funds will produce a net economic impact of $8.3 to 

$8.8 billion (a 3:1 return). State and local governments will earn more than $600 million back in 

tax revenue, or nearly 25 percent of what the state will spend on initial construction of the HSR 

system. 

The implementation of HSR will have a beneficial effect on future community development around 

station sites and in proximity to intercity transit affected by HSR investment. Transit-oriented 

development will create denser community centers, leading to pedestrian scale planning. 

Provision of walkable and cycling infrastructure will reduce the demand for short-distance 

automobile travel and can spur economic development at the pedestrian level. The focus on 

transit-oriented development, complete streets, and walkable communities will have direct 

benefits to property values, community cohesion and healthy outcomes as described in Vision 

California (Authority and Calthorpe Associates 2010).

1-B-2 Environmental Benefits Described in Previous Documentation 

The Fresno to Bakersfield Section Final EIR/EIS includes information on project benefits. The 

benefits include reduced VMT, reduced energy use for transportation, and reduced air pollution 

from transportation sources, including reduced emissions of GHGs (see Section 3.2, 

Transportation, and Section 3.3, Air Quality and Global Climate Change of the Fresno to 

Bakersfield Section Final EIR/EIS). These benefits were derived based on the assumption in the 

Fresno to Bakersfield Section Final EIR/EIS that the entire 800-mile system (Full System–both 

Phase 1 and 2) would be operational and serving 69 million riders (equivalent to HSR fares set at 

83 percent of airfares) to 98 million riders (equivalent to HSR fares set at 50 percent of airfares) 

annually in 2035. The following summarizes the conclusions of specific benefits that were 

disclosed in the Fresno to Bakersfield Section Final EIR/EIS. 

Benefits from a Reduction in Vehicle Miles Traveled 

The Fresno to Bakersfield Section Final EIR/EIS concluded that the HSR project would divert 

automobile trips to HSR trips, thus reducing local and regional VMT. The Fresno to Bakersfield 

Section Final EIR/EIS identified a statewide VMT reduction of approximately 21 to 31 million 

miles daily with the implementation of a HSR project as compared to the No Project Alternative in 

2035. The diversion from automobile to HSR was estimated to lead to a 7 to 10 percent statewide 

reduction in VMT on the state highway system. The reduction in both automobile and air travel 

VMT would provide benefits in the form of reduced congestion on both the state’s highway 

system as well as at airports. Within the Fresno, Kings, Tulare, and Kern counties project area, 

the VMT reduction was estimated at 5.4 to 8.0 million miles daily. 

Benefits from a Reduction in Air Pollution and Greenhouse Gas Emissions 

It was disclosed in the Fresno to Bakersfield Section Final EIR/EIS that the HSR project would 

have a beneficial effect on (i.e., reduce) statewide emissions of applicable pollutants due to 

projected reductions of pollutants generated by vehicle and air travel. The analysis in the Final 

EIR/EIS included the estimated change in emissions due to projected reductions of on-road VMT 

and intrastate air travel, and increases in electrical demand (required to power the HSR). As 

compared to the No Project Alternative in 2035, all air pollution emissions analyzed (i.e., carbon 

monoxide, particulate matter smaller than or equal to 10 microns in diameter, particulate matter 

smaller than or equal to 2.5 microns in diameter, oxides of nitrogen, and volatile organic 

compounds) would be reduced. 
Appendix 1-B 

Benefits 

California High-Speed Rail Authority November 2017 

Fresno to Bakersfield Section Page | 1-B-3 

Draft Supplemental EIR/EIS 

The HSR project was included in Assembly Bill 32 scoping plan to help the State meet GHG 

emission reduction targets. The reduction in GHG emissions statewide was estimated to be 

approximately 2.5 million metric tons per year of carbon dioxide (CO2) emissions for the HSR 

when compared to the 1.7 million metric tons per year of CO2 emissions for the No Project 

Alternative. 

Benefits from a Reduction in Energy Use 

The Fresno to Bakersfield Section Final EIR/EIS showed how the new HSR travel mode would 

divert both automobile trips and air travel, resulting in less energy use for transportation. As 

compared to the No Project Alternative in 2035, the Fresno to Bakersfield Section Final EIR/EIS 

concluded that the HSR would reduce transportation energy consumption by 63,262 to 94,760 

million British thermal units daily. 

1-B-3 Environmental Benefits Based on Scenarios from Prior Business Plans 

A business plan serves as an implementation strategy or “road map” for how construction of the 

HSR system is expected to proceed and is statutorily mandated. The previous plan included 

information about how construction of the different individual sections of the HSR system were to 

be phased, when different subsets of the entire system were to be operational, what level of 

ridership were expected at each phase, and what level of benefits were expected. 

The draft 2014 Business Plan was an update of the Revised 2012 Business Plan (Authority and 

FRA, 2012b) that complied with the statutory requirements originally established for preparing a 

business plan every two years and addressed requirements established in Senate Bill 1029 

(Budget Act of 2012). Like the 2012 plan, the 2014 plan continued to show that the program was 

financially viable and provided reductions in VMT, air pollution, GHG, and energy use. 

1-B-4 Summary of Differences Between the May 2014 Project and the F-B LGA 

Project 

As a result of the public review process and re-evaluation of alignments, an alternative to the May 

2014 Project alignment and station location has been considered and now is reflected in the F-B 

LGA Project. While the alignment and station location are different, many of the attributes, 

impacts and benefits are similar between the two alternatives. A summary of the two alternatives 

is provided for context. 

The May 2014 Project alignment runs primarily at-grade as it follows the BNSF Railway corridor 

and State Route (SR) 43 through Shafter and SR 58 into Bakersfield. The May 2014 Project 

parallels the F-B LGA until approximately Beech Avenue, where it diverges from the F-B LGA, 

parallels the BNSF Railway right-of-way in a southeasterly direction, and then curves back to the 

northeast to parallel the BNSF Railway tracks toward Kern Junction. After crossing Truxtun 

Avenue, the alignment curves to the southeast to rejoin the F-B LGA and parallel the Union 

Pacific Railroad (UPRR) tracks and Edison Highway to its terminus at Oswell Street. The May 

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

The F-B LGA was identified in 2014 as a result of a Settlement Agreement between the city of 

Bakersfield and the Authority. The F-B LGA provides an alternative alignment between Poplar 

Avenue in Shafter to Oswell Street in Bakersfield, and would be located to the east of the May 

2014 Project alignment. Similar to the May 2014 Project, the F-B LGA alignment would begin 

north of Shafter, continuing southeasterly until just north of Burbank Street where it would turn 

east until reaching the UPRR corridor. At this point, the alignment would turn and continue 

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

southeasterly into Bakersfield and would deviate from the UPRR corridor. Southwest of the Oil 

Junction community, the alignment would cross SR 99 and continue southeast. South of Airport 

Drive, the alignment would cross and run parallel to the west 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. The F-Street Station would be located 

at the intersection of SR 204 and F Street. 
Appendix 1-B 

Benefits 

November 2017 California High-Speed Rail Authority 

1-B-4 | Page Fresno to Bakersfield Section 

Administrative Draft Supplemental EIR/EIS 

The F-B LGA is a result of the Authority’s work with local stakeholders to refine the HSR project 

to achieve positive outcomes for affected communities and the natural environment, while still 

meeting the overall project objectives consistent with the voter-approved Proposition 1A. The F-B 

LGA has been selected as the Preferred Alternative for the following reasons: 

 The F-B LGA, when compared to the May 2014 Project, would reduce the number of

residential displacements. The F-B LGA would require 86 residential displacements, while the

May 2014 Project would require 384 residential displacements.

 The F-B LGA, when compared to the May 2014 Project, would result in similar business

relocation impacts. The F-B LGA would require 392 business relocations, while the May 2014

Project would require 377 business relocations.

 The efficiency gained from the F-B LGA results in fewer direct permanent impacts on waters

and wildlife resources. The F-B LGA would result in 15.96 acres of direct permanent impacts

on waters, while the May 2014 Project would result in 16.52 acres of direct permanent

impacts on waters. The F-B LGA would result in fewer direct permanent impacts to wildlife

resources than the May 2014 Project.

 The F-B LGA, when compared to the May 2014 Project, would result in similar uses of

Section 4(f) properties. Both the F-B LGA and the May 2014 Project would use two Section

4(f) properties.

 The F-B LGA, when compared to the May 2014 Project, would result in fewer permanent

impacts to Important Farmlands. The F-B LGA would permanently impact 372 acres of

Important Farmlands compared to 485 acres under the May 2014 Project. Additionally, the FB LGA would impact 114 acres of Williamson Act Contract Lands compared to 47 acres

under the May 2014 Project.

1-B-5 Environmental Benefits Described in the F-B LGA Supplemental 

Environmental Impact Report/Supplemental Environmental Impact 

Statement 

As indicated in Section 3.3 of the F-B LGA Supplemental EIR/EIS, “Common benefits to regional 

air quality would come from a reduction of VMT and airplane emissions, which would reduce 

criteria pollutants, mobile source air toxics, and GHG emissions. Additionally, the project would 

have the common benefit of meeting a GHG reduction measure identified in the AB 32 scoping 

plan.”

The F-B LGA Supplemental EIR/EIS Air Quality section analysis is based on the premise that the 

relocation of the Bakersfield station from Truxtun Avenue to F Street will not have appreciable 

regional effects on mobility and origin/destination linkages. While a small fraction of individual 

trips may result in differing trip durations (longer or shorter trips) as a result of the relocated 

station, the regional change is negligible. Regional shifts in mobility affecting air quality as a result 

of HSR are similar if not the same when comparing the May 2014 Project to the F-B LGA. 

As such the F-B LGA Supplemental EIR/EIS Air Quality section analysis indicates that VMT 

benefits are the same as disclosed in the Fresno to Bakersfield Section Final EIR/EIS. The 

statewide VMT reduction of approximately 21 to 31 million miles daily disclosed in the Fresno to 

Bakersfield Section Final EIR/EIS will occur in the F-B LGA project implementation. 

Similar benefits to GHG emissions and criteria pollutant emissions will be accrued under F-B LGA 

project implementation. The results presented in the Fresno to Bakersfield Supplemental Air 

Quality and Global Climate Change Technical Report indicate that all air pollution emissions 

analyzed for the F-B LGA (i.e., carbon monoxide, particulate matter smaller than or equal to 10 

microns in diameter, particulate matter smaller than or equal to 2.5 microns in diameter, oxides of 

nitrogen, volatile organic compounds, and CO2) will have a similar reduction and net regional and 

statewide benefits as previously disclosed for the May 2014 Project. The reduction in GHG 

emissions statewide estimated to be approximately 2.5 to 1.7 million metric tons per year of CO2

emissions will occur for the F-B LGA project as well. 
Appendix 1-B 

Benefits 

California High-Speed Rail Authority November 2017 

Fresno to Bakersfield Section Page | 1-B-5 

Draft Supplemental EIR/EIS 

Implementation of the HSR, whether the May 2014 Project or the F-B LGA, will have measurable 

benefits to VMT, air pollution emissions, and GHG emissions. The changes to the project to arrive 

at a locally preferred station location will continue to have a similar level of benefit when 

comparing the May 2014 Project and the F-B LGA. These changes do not affect the 

enhancements accrued regionally and statewide. 

1-B-6 Environmental Benefits Described in 2016 Business Plan 

Environmental benefits described in the 2016 Business Plan and associated documentation 

include reducing GHG emissions and creating a more sustainable future even as the state grows 

to 50 million people. (Authority and FRA 2016) 

By 2040, the HSR is anticipated to reduce VMT in the state of California by almost 10 million 

miles every day. 

The reductions associated with riders on the initial Silicon Valley to Central Valley line are 

projected to start at almost 120,000 metric tons (MT) of carbon dioxide equivalent (CO2e) in 2025. 

The extension of the line into San Francisco and Bakersfield by 2025 is projected to result in an 

additional savings of over 60,000 MT CO2e. Average annual savings of the Phase 1 system 

through 2040 is projected to be just over 1 million MT CO2e and through 2075 is projected to be 

1.35 million MT CO2e (Authority and FRA 2016). 

Cumulatively, over 13 million MT CO2e are projected to be reduced by 2040, 26 million MT CO2e 

by 2050, and 63 million MT CO2e by 2075 (Authority and FRA 2016). 

In an effort to reduce emissions during construction, Tier IV construction equipment (including 

cranes, crawlers, and excavators), which meet the nation’s most stringent environmental 

standards, have been deployed to help protect air quality and reduce GHG emissions (Authority 

and FRA 2016). 

In addition, an agreement has been reached with the San Joaquin Valley Air Pollution Control 

District to offset criteria air pollutant emissions during construction by replacing aging farm and 

other equipment, including replacing school bus engines and irrigation pumps. As of April 2016, 

the Air District has offset 39 tons of pollution through the replacement of 30 pieces of farm 

equipment and trucks in addition to a school bus in the Central Valley. 

As part of the commitment to the goal of running service using 100 percent renewable energy, the 

Authority Board will finalize a renewable energy policy and implementation plan. Collaboration 

with the renewable energy industry to contract for 400 to 600 megawatts of renewable energy to 

help power the Phase 1 system will continue. 

The environmental benefits of the HSR system as compared to the previous 2014 plan are similar 

in that the overall system is anticipated to reduce statewide VMT and GHG emissions and 

improve air quality. The specific benefits attributed to the first HSR lines will be different from the 

2014 Business Plan due to the prioritization of the Silicon Valley to Central Valley line over the 

Merced to the San Fernando Valley line. Passenger service is now projected to begin in 2025 

rather than 2022. 

1-B-7 Conclusion 

The benefits discussed above are not the sole benefits of the HSR system. The Fresno to

Bakersfield Section F-B LGA Supplemental EIR/EIS describes additional benefits in the areas of 

transportation connectivity, land use planning achievements, safety enhancements, and social 

advantages. In addition, the environmental benefits discussed above, the findings of the F-B 

LGA Supplemental EIR/EIS and the 2016 Business Plan levels indicate that regional and 

community enhancements and environmental benefits will in fact continue to accrue annually, 

and increase as the level of ridership on the HSR system builds over time. Construction of the

HSR provides the opportunity for continuing benefits for decades into the future. 
Appendix 1-B 

Benefits 

November 2017 California High-Speed Rail Authority 

1-B-6 | Page Fresno to Bakersfield Section 

Administrative Draft Supplemental EIR/EIS 

1-B-8 References 

California High-Speed Rail Authority (Authority) and Calthorpe Associates. 2010. Vision 

California, Charting Our Future: Statewide Scenarios Report. May 12, 2010. 

California High-Speed Rail Authority (Authority) and USDOT Federal Railroad Administration 

(FRA). 2012a. California High-Speed Rail Project Comparison of Providing the Equivalent 

Capacity to High-Speed Rail through Other Modes. Sacramento, CA, and Washington, 

D.C.: California High-Speed Rail Authority and U.S. Department of Transportation

Federal Railroad Administration.

———. 2012b 2012 Business Plan. Sacramento, CA, and Washington, D.C.: California HighSpeed Rail Authority and U.S. Department of Transportation Federal Railroad 

Administration. 

———. 2014a. Proposed California High-Speed Train System Fresno to Bakersfield Section Final 

Environmental Impact Report/Environmental Impact Statement (EIR/EIS). Sacramento, 

CA, and Washington, D.C.: California High-Speed Rail Authority and U.S. Department of 

Transportation Federal Railroad Administration. 

———. 2014b 2014 Business Plan. Sacramento, CA, and Washington, D.C.: California HighSpeed Rail Authority and U.S. Department of Transportation Federal Railroad 

Administration. 

———. 2016. 2016 Business Plan. Sacramento, CA, and Washington, D.C.: California HighSpeed Rail Authority and U.S. Department of Transportation Federal Railroad 

Administration.