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Attachment G: Noise and Vibration Technical Report

Introduction

The DesertXpress Enterprises, LLC XpressWest High-Speed Train Project (Project) entails construction 

and operation of a high-speed passenger train system between Apple Valley, California, and Las Vegas, 

Nevada. The Project was originally evaluated in the following documents (collectively referenced as the 

DesertXpress Environmental Impact Statement [EIS]):

• March 2009 Draft Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train (DesertXpress DEIS)

• April 2010 Supplemental Draft Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train (DesertXpress SEIS)

• March 2011 Final Environmental Impact Statement and 4(f) Evaluation for the proposed 

DesertXpress High-Speed Passenger Train Victorville, California to Las Vegas, Nevada (DesertXpress 

FEIS)

The Federal Railroad Administration (FRA) issued the Record of Decision DesertXpress High-Speed 

Passenger Train (DesertXpress ROD) in July 2011.

This technical report describes the potential changes to noise and vibration impacts with the Project 

modifications. 

Regulatory Updates 

There have been two regulatory changes since publication of the DesertXpress EIS relevant to noise 

impacts. The first includes changes to the California Environmental Quality Act (CEQA) noise criteria, 

which have been updated since the DesertXpress EIS. These changes will not affect the noise and 

vibration assessment because the Project is exempt from state and local regulations due to Surface 

Transportation Board (STB) preemption.1 The second is a change in the vibration criteria for FRA highspeed rail Projects documented in the FRA High Speed Ground Transportation Noise and Vibration 

Impact Assessment (September 2012) guidance manual. The FRA incorporated a set of detailed vibration 

criteria in the 2012 update to their guidance, which is reflected in the vibration assessment included 

herein. The FRA’s new detailed vibration criteria assess vibration on a frequency basis, rather than 

assessing the overall levels. This can result in fewer vibration impacts but provides more detailed 

information for assessing the effectiveness of mitigation methods.

Impacts Evaluation Methodology

The analysis of noise and vibration described in this memorandum considers three types of changes

(listed below) to determine if the new conditions would result in adverse impacts that were not 

identified in the Project’s environmental analysis conducted for the DesertXpress EIS. 

1 The STB issued a declaratory order on June 25, 2007 regarding STB’s authority under 49 U.S.C. 10901. In this order, STB 

declared the Project to be exempt from state and local land use and environmental requirements. Laws and policies regarding 

noise impacts are considered to fall within the category of “land use and environmental” requirements as broadly defined by 

STB. 
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Regulatory Updates – this category includes new laws, regulations, or policies enacted since the 

DesertXpress EIS. Federal, state, and local regulatory updates that took place after July 2011 were 

evaluated to determine applicability to the modified Project. 

Affected Environment Changes – this category identifies changes in the existing physical environment 

that have occurred since the DesertXpress EIS. The environmental conditions were assessed to identify 

changes in the resources or features within the Project area. Changes in the affected environment are 

cited, summarized, and evaluated against the modified Project footprint to determine if new impacts 

would occur from Project implementation in comparison with the DesertXpress EIS. Because highway 

noise is dependent on traffic volumes, additional existing noise measurements were conducted in 

Barstow and Las Vegas to update the existing noise levels established in the DesertXpress EIS.

Project Changes – this includes identifying any new or modified Project footprint2 or facilities with 

respect to those evaluated in the DesertXpress EIS. Analysts conducted an analysis based on new or 

modified Project footprint or facilities to determine if new or greater impacts would occur compared to 

those identified in the DesertXpress EIS. Because of the numerous changes to the Project, including new 

and relocated stations, new track locations, new vehicle assumptions, new operational assumptions and 

new assumptions regarding train speeds, an updated noise and vibration assessment was conducted 

along the entire Project corridor. 

3.1 ASSESSMENT METHODOLOGY

This section summarizes the models used to project future noise and vibration levels for potential 

sources of community impact related to the DesertXpress Project. The models for both noise and 

vibration are described below and are the same as those used in Section 3.12.2.1 of the DesertXpress 

FEIS. 

3.1.1 HIGH SPEED RAIL NOISE

The primary component of wayside noise from high-speed train operations for the electric multiple unit 

(EMU) vehicles is wheel/rail noise, which results from the steel wheels rolling on steel rails. Secondary 

sources, such as vehicle air-conditioning and other ancillary equipment, would sometimes be audible, 

but are not expected to be significant factors. The projection of wayside noise from high-speed train 

operations was carried out using the model specified in the FRA Guidance Manual, with the following 

assumptions:

• Based on information provided by DesertXpress Enterprises, LLC, the predictions assume a 16-car 

EMU train (the DesertXpress EIS assumed a 10-car train) using the reference levels found in Chapter 

4 of the FRA Noise and Vibration Manual.

• The operating times for Project service would be between 5:30 am and 1:00 am (the DesertXpress 

EIS assumed 6:00 am to midnight). The operating plan for high-speed rail service specifies headways 

of 22.5 minutes (the DesertXpress EIS assumed 30-minute headways). 16-car trains would operate 

throughout the day.

2 The Project footprint components include the proposed train trackway, station sties, maintenance facility sites, power 

facilities, roadway modifications (including overcrossings and interchange) and temporary construction easements required to 

construction and operate the Project. 
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• Speeds were based on information provided by DesertXpress Enterprises, LLC, with a maximum 

operating speed of 180 miles per hour (mph) (the DesertXpress EIS assumed 160 mph). 

• The entire Project would be grade-separated and therefore there would be no noise from horns or 

bells at grade-crossings.

• There are locations where turnouts or crossovers3 exist along the alignment that would allow trains 

traveling from either direction to utilize transition from the double track to single track sections of 

the corridor. For receivers near crossovers, 6 dB is added to the noise assessment to account for the 

additional noise from wheels running over the gap in the tracks. However, there are no receivers 

located near any of the crossover locations. 

• Based on FRA criteria, the potential for surprise (i.e. startle) effects for humans would be limited to 

areas within 27 feet of the track centerline, and startle effects for wildlife would be limited to areas 

within 40 feet of the track centerline.

3.1.2 TRAFFIC NOISE

For operational traffic noise, traffic volumes for the no action alternative and Project were used to 

identify locations where the change in traffic volume would result in an increase in noise of 3 decibels 

(dB) or greater, which represents a noticeable change in noise level. A 3-dB change in noise represents a 

doubling of traffic volume due to the Project. For locations where there would be a 3 dB increase in 

traffic and where there are sensitive receptors, a noise assessment was conducted, using a screening 

distance of 100 feet for station access roads. For any locations with sensitive receptors within that 

screening distance, a general noise assessment was conducted.

3.1.3 VIBRATION

The potential vibration impact from high-speed rail operations was assessed using the FRA criteria. The 

following factors were used in determining potential vibration impacts along the modified rail 

alignment:

• Vibration propagation tests were conducted at three sites along the corridor near sensitive 

receptors (see Figure 4.1-1, Figure 4.1-2, and Figure 4.1-3 for locations of vibration propagation 

tests). These tests measured the response of the ground to an input force. The results of these tests 

were combined with vibration source data for the X2000 high-speed rail vehicle, which was deemed 

to be the most similar vehicle to the EMU (based on their similar configurations and maximum 

speeds) for which data are available in the literature, to Project vibration levels from vehicles 

operating along the modified Project corridor.

• The assumed vehicle vibration characteristics were combined with the ground vibration propagation 

test results to Project vibration levels as a function of distance from the tracks. 

• Speeds were based on information provided by DesertXpress Enterprises, LLC, with a maximum 

operating speed of 180 mph.

• There are locations where turnouts or crossovers exist along the alignment that would allow trains 

traveling from either direction to the transition from the double track to single track sections of the 

corridor. For receivers near crossovers, 10 VdB is added to the vibration assessment to account for 

3 In this context, ‘crossovers’ refer to railroad-specific facilities that connect two parallel rail tracks and allows a train on one 

track to cross over to the other. 
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the additional vibration from wheels running over the gap in the tracks, however there are no 

receivers located near any of the crossover locations.

• Based on the detailed vibration criteria for residential nighttime occupancy, a vibration criterion of 

72 vibration decibels (VdB) (on a 1/3-octave band basis) was used for the assessment.

3.1.4 CONSTRUCTION

CONSTRUCTION NOISE

Construction noise varies greatly depending on the construction process, type, condition of equipment 

used, and layout of the construction site. Overall, construction noise levels are governed primarily by 

the noisiest pieces of equipment. For special activities such as impact pile driving and pavement 

breaking, noise generated by the actual process dominates.

Projecting construction noise requires a construction scenario of the equipment likely to be used and 

the average utilization factors or duty cycles (i.e., the percentage of time during operating hours that the 

equipment operates under full power during each phase). Using typical sound emission characteristics, it 

is then possible to estimate equivalent sound level (Leq) or Day Night Sound Level (Ldn) at various 

distances from the construction site. The noise impact assessment for a construction site is based on:

• An estimate of the type of equipment that would be used during each phase of the construction and 

the average daily duty cycle for each category of equipment,

• Typical noise emission levels for each category of equipment, and

• An estimate of noise attenuation as a function of distance from the construction site.

Based on a typical construction scenario for ballast-and-tie track construction, an 8-hour Leq of 88 Aweighted decibels (dBA) should be expected at a distance of 50 feet from the geometric center of the 

work site. With at-grade track construction, the duration of the activities at a specific location along the 

alignment would be relatively limited, usually a matter of several weeks. As a result, even when there 

may be noise impacts, the limited duration of the construction can mean that some forms of mitigation 

are not cost effective. Mitigation has been included that incorporates effective, best-practice noise 

control measures during construction.

CONSTRUCTION VIBRATION

Unlike typical high-speed rail operations, there is the potential for damage to nearby structures due to 

construction vibration from activities such as pile driving, hoe ram demolition, vibratory compaction and 

loaded truck movements. Most limits on construction vibration are based on reducing the potential for 

damage to nearby structures. Although construction vibrations are only temporary, it is still reasonable 

to assess the potential for human annoyance and damage.

Since there are no buildings in the study area that would be considered to be the highest sensitivity for 

vibration damage, a criterion of 94 VdB has been used to assess potential damage impact and 72 VdB 

has been used to assess potential vibration annoyance from construction activities (See Table 10-6 in 

the FRA guidance manual [FRA 2012]). The construction activity with the highest vibration levels is 

impact pile driving, which generates PPV of 0.644 in/s and a vibration level of 104 VdB at a distance of 

25 feet.
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Affected Environment

4.1 NOISE

Existing ambient noise levels in the Project area were characterized through direct measurements at 

selected sites along the modified alignment during two periods – from July 24 through July 27, 2006 and 

September 24 through September 25, 2019. New noise measurements were conducted at locations 

primarily in Barstow and Las Vegas, where there have been changes to the traffic levels or where the 

alignment location has changed since the DesertXpress EIS. Estimating existing noise exposure is an 

important step in the noise impact assessment since, as indicated above, the thresholds for noise impact 

are based on the existing levels of noise exposure. The measurements consisted of long-term (24-hour) 

monitoring of the A-weighted sound level at representative noise-sensitive locations.

Measurement sites were located in noise-sensitive areas and were selected to represent a range of 

existing noise conditions along the corridor. Figure 4.1-1, Figure 4.1-2 and Figure 4.1-3 show the general 

locations of the eight long-term (LT) and one short-term (ST) measurement sites. At each site, the 

measurement microphone was positioned to characterize the exposure of the site to the dominant 

noise sources in the area. For example, microphones were located at the approximate setback lines of 

the receptors from adjacent roads or rail lines, and were positioned to avoid acoustic shielding by 

landscaping, fences, or other obstructions, with the exception of existing noise barriers, which are a part 

of the existing condition. 

The results of the existing ambient noise measurements, summarized in Table 4.1-1, serve as the basis 

for determining the existing noise conditions at all noise-sensitive receptors along the modified rail 

alignment. The results at each site are described below. Most land uses along the Project corridor with 

noise-sensitive receptors consists of residential, which includes single-family and multi-family 

residences, hotels and other land use with nighttime sensitivity. There are scattered institutional land 

uses, including churches and schools and one highly-sensitive land use, the Halloran Springs Petroglyphs.

Where measurements have been duplicated at locations in the DesertXpress EIS, they are noted in the 

table below. At all other locations, either the previous measurements were used, or new 

measurements, in new locations, were conducted for this assessment.

Table 4.1-1 Summary of Existing Ambient Noise Measurement Results

Site 

No.

Measurement Location Start of Measurement Duration

(hours)

Noise Level (dBA)

Date Time Ldn Leq

LT-1 21191 Willow Springs Avenue, Apple 

Valley, CA

9/24/2019 13:00 24 56 47

LT-2 27480 Church Avenue, Barstow, CA 9/24/2019 11:00 24 65 (62)*** 60

LT-3 936 Las Amigas Drive, Barstow, CA 9/24/2019 12:00 24 63 (66)*** 58

LT-4* 38748 E Williams Street, Yermo, CA 7/25/2006 13:00 24 63 65

LT-5* Bun Boy Hotel, Baker, CA**** 7/25/2006 14:00 24 65 67

LT-6 3014 W Saffredi Lane, Las Vegas, NV 9/24/2019 20:00 24 66 60

LT-7 Enchanted Rock Lane and Prickly Pear 

Drive, Las Vegas, NV

9/24/2019 15:00 24 58 53
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Site 

No.

Measurement Location Start of Measurement Duration

(hours)

Noise Level (dBA)

Date Time Ldn Leq

LT-8 Hilton Garden Inn Las Vegas Strip South, 

Las Vegas, NV

9/24/2019 15:51 3 58 57**

ST-1 Halloran Springs, CA 9/25/2019 14:08 24 48 50

*These measurements were conducted for the DesertXpress EIS. 

**This noise level was calculated from 3 1-hour measurements in accordance with the FTA guidance manual.

***The numbers in parenthesis are the noise measurements conducted at the same locations for the DesertXpress EIS. 

****The Bun Boy Hotel is no longer in operation and is now vacant.

Source: CSA 2019

Figure 4.1-1 Noise and Vibration Measurement Locations (1 of 3) 
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Figure 4.1-2 Noise and Vibration Measurement Locations (2 of 3) 
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Figure 4.1-3 Noise and Vibration Measurement Locations (3 of 3) 
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4.1.2 SEGMENT 1

Apple Valley, CA: The land use around the Dale Evans Station and Operations Maintenance and Storage 

Facility (OMSF) site is primarily rural single-family residences. There are no institutional land uses in this 

area. The noise site that is used to represent this area is LT-1, which is described below.

Site LT-1: 21191 Willow Springs Avenue - Apple Valley, CA. The Ldn measured at this location was 

56 dBA. Noise levels were measured for 24 hours in the front yard of the residence. The dominant noise 

sources were traffic on the Interstate 15 (I-15) freeway and dogs at the residence. This noise 

measurement site is representative of all noise-sensitive land uses near the Dale Evans Station and 

OMSF site. 

4.1.3 SEGMENT 2

Barstow, CA: The land uses in Barstow include a sparsely populated area on the west side of Barstow 

and a more densely populated area on the east side of Barstow. Most of the noise sensitive land use is 

separated from the I-15 freeway by a noise barrier or embankment. The noise and vibration sensitive 

land uses include the Church of the Nazarene, the Oasis Missionary Baptist Church, the Mojave River 

Valley Museum, and single and multi-family residences. The noise sites that are used to represent this 

area include LT-2 and LT-3. Below are the descriptions of each site.

Site LT-2: 27480 Church Avenue – Barstow, CA. The Ldn measured at this location was 65 dBA. Noise 

levels were measured for 24 hours on the west side of the residence behind a noise barrier. The 

dominant noise source was traffic on the I-15 freeway. This noise measurement site is representative of 

all noise-sensitive land uses between Lenwood Road and D Street. 

Site LT-3: 936 Las Amigas Drive – Barstow, CA. The Ldn measured at this location was 63 dBA. Noise 

levels were measured for 24 hours in the backyard of the residence behind a noise barrier. The

dominant noise sources were traffic on the I-15 freeway and dogs at the residence. This noise 

measurement site is representative of all noise-sensitive land uses between D Street and Soapmine 

Road.

Yermo, CA: The land uses in Yermo include a sparsely populated area with single-family residences along 

the I-15 freeway. There are no institutional land uses in this area. The noise site that is used to represent

this area is LT-4, which is described below.

Site LT-4: 38748 E Williams Street – Yermo, CA. The Ldn measured at this location was 63 dBA. Noise 

levels were measured for 24 hours in the back yard of the residence. The dominant noise sources were 

traffic on the I-15 freeway and freight trains. This noise measurement site is representative of all noisesensitive land uses between the Mojave River and Pima Avenue.

4.1.4 SEGMENT 3

Baker, CA: The land uses in Baker include residential and commercial uses with sparsely populated rural

areas outside of town. The noise and vibration sensitive land uses are single-family residences. There are 

no institutional land uses in this area. The noise site that is used to represent this area is LT-5, which is 

described below.

Site LT-5: Bun Boy Hotel – Baker, CA. The Ldn measured at this location was 65 dBA. Noise levels were 

measured for 24 hours at the hotel site. The dominant source of noise was traffic on the I-15 freeway. 
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This noise measurement site is representative of all residential noise-sensitive land uses between Baker 

and Jean.

4.1.5 SEGMENT 4

The land uses along the alignment in Segment 4 include the National Mojave Preserve and Mountain 

Pass. The noise and vibration sensitive land uses are the Halloran Springs Petroglyph and single-family 

residences. The noise sites that are used to represent this area include LT-5 and ST-1. Below is the 

description of ST-1, and the description of LT-5 can be found under the Segment 3 noise sites.

Site ST-1: Halloran Springs, CA. The Leq measured at this location was 50 dBA. Noise levels were 

measured for an hour at the Halloran Springs Petroglyphs. The dominant source of noise was traffic on 

the I-15 freeway. The noise measurement site is representative of the noise at the Halloran Springs 

Petroglyphs.

4.1.6 SEGMENT 5

Primm and Jean, NV: The land uses in and between Primm and Jean include sparsely populated rural 

areas between Primm and Jean and residential and commercial areas in the towns. The noise and 

vibration sensitive land uses include Terrible’s Hotel and Casino. There are no institutional land uses in 

this area. The noise site that is used to represent this area is LT-5, which is described under the Segment 

3 noise sites.

4.1.7 SEGMENT 6

Las Vegas, NV: The land uses along the alignment in Las Vegas are mostly residential with a few 

commercial properties. The noise and vibration sensitive land uses include hotels and single- and multifamily residences. The Dennis Ortwein Elementary School is located in this area.. The noise sites that are 

used to represent this area include LT-6, LT-7, and LT-8. Below are the descriptions of each site.

Site LT-6: 3014 W Saffredi Lane – Las Vegas, NV. The Ldn measured at this location was 66 dBA. Noise 

levels were measured for 24 hours on the east side of the house. The dominant noise sources were 

traffic on the I-15 freeway and local traffic. This noise measurement site is representative of all noisesensitive land uses between E Larson Lane and W Cactus Avenue.

Site LT-7: Enchanted Rock Lane and Prickly Pear Drive – Las Vegas, NV. The Ldn measured at this 

location was 58 dBA. Noise levels were measured for 24 hours on the north side of the multi-use 

building in the neighborhood. The dominant noise sources were traffic on the I-15 freeway and aircraft. 

This noise measurement site is representative of all noise sensitive land uses between W Cactus Avenue 

and Blue Diamond Road.

Site LT-8: Hilton Garden Inn Las Vegas Strip South – Las Vegas, NV. The Ldn measured at this location 

was 58 dBA. Noise levels were measured three times on the east side of the hotel, with each 

measurement conducted over a one-hour period. The dominant noise sources were local traffic, aircraft, 

and air-conditioning units at the hotel. This noise measurement site is representative of all noisesensitive land uses near the Warm Springs Station site. 

4.2 VIBRATION

Significant sources of existing vibration along the modified rail alignment are limited to freight trains 

that operate along certain Segments of the alignment. However, to best predict ground vibration levels 
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from high-speed train operations, the vibration measurements for this Project focused on characterizing 

the vibration propagation properties of the soil at representative locations along the corridor. Three 

vibration propagation tests, at the locations shown in Figure 4.1-1, Figure 4.1-2 and Figure 4.1-3, were 

selected to represent the range of soil conditions in areas along the corridor that include a significant 

number of vibration-sensitive receptors. At each of these sites, ground-borne vibration propagation 

tests were conducted by impacting the ground and measuring the input force and corresponding ground 

vibration response at various distances. The resulting force-response transfer function was combined 

with the known input force characteristics of the X-2000 high-speed rail vehicle to predict future 

vibration levels at locations along the modified Project corridor.

Descriptions of the vibration propagation test sites are as follows: 

4.2.1 SEGMENT 1

Site VP-1 was located at the intersection of Olive Street and First Street in Oro Grande. The vibration 

measurements at this location are representative of the areas in Victorville, Apple Valley, Oro Grande 

and Helendale. While this site was located in Segment 1A, which has been withdrawn from further 

consideration in the DesertXpress EIS, it was used to assess the vibration impacts in Apple Valley in 

Segment 1.

4.2.2 SEGMENT 2

Site VP-2 was located at the intersection of Fern Street and Balsa Avenue in Barstow. The vibration 

measurements at this location are representative of the areas in Barstow, Yermo, Baker, Mountain Pass, 

and Jean (although some of these locations are in other Segments).

4.2.3 SEGMENT 3-5 

No vibration propagation measurements were conducted in these Segments because there are no 

vibration sensitive land uses close enough to the Project location to require testing. 

4.2.4 SEGMENT 6

Site VP-3 was located just north of Alpine Lily Drive in Las Vegas, in a new housing development. The 

vibration measurements in this area are representative of the areas in Las Vegas.

Effects Analysis for Noise and Vibration

A noise and vibration impact assessment was performed based on FRA criteria and on the projections 

described above. The assessment methods and results for the various modified Project sources are 

described below. 

5.1 HIGH-SPEED RAIL NOISE

The assessment of noise impact from high-speed rail operations is based on a comparison of existing 

and projected future noise exposure for different land use categories. The following steps were 

performed to assess train noise impact:

• A detailed land use survey was conducted along the modified Project corridor to identify and classify 

all noise-sensitive receptors according to the categories defined above. Most of these receptors are 
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single- and multi-family residences. The remainder are institutional sites, along with a highly 

sensitive site in the Mojave Desert (the Halloran Springs Petroglyphs). 

• The receptors were clustered based on distance to the tracks, acoustical shielding between the

receptors and the tracks, and train operational parameters.

• The existing noise exposure at each cluster of receptors was estimated based on the ambient noise 

measurements discussed above and was used to determine the thresholds for impact and severe 

impact using the FRA criteria.

• Projections of future high-speed rail noise at each cluster of receptors were developed based on 

distance from the tracks; train schedule and train speed using the methods described above.

• In areas where the projections showed either degree of impact, mitigation options were evaluated

and new projections were developed assuming implementation of mitigation measures.

For the modified Project, detailed comparisons of the existing and future noise levels are presented in 

tables below. In addition to the location (or name for institutional land uses) and distance to the near 

track, each table includes the existing noise level, the projected noise level from high-speed rail 

operations, and the impact criteria for each receptor or receptor group. Based on a comparison of the 

predicted Project noise level with the impact criteria, the impact category is listed along with the 

predicted total noise level and projected noise increase due to the introduction of high-speed rail 

service. Each table also includes an inventory of the number of impacts and severe impacts at each 

sensitive receptor location. The noise impact locations are shown in Figure 5.1-1 through Figure 5.1-4. 

The DesertXpress EIS established that the Project would result in 106 moderate noise impacts, 12 severe 

noise impacts, and no vibration impacts. The Project modifications would result in 273 moderate noise 

impacts, 91 severe noise impacts, and no vibration impacts. The two main areas where there are 

differences in the number of noise impacts are in Barstow/Yermo (Segment 2) and in Las Vegas

(Segment 6), with most additional impacts in Las Vegas. 

In Barstow/Yermo, the primary differences for the additional noise impacts are due to:

• The increase in the length of the trains. Ten car trains were assessed previously, and 16 car trains 

are assumed now. Longer trains result in more noise exposure and higher noise levels.

• More frequent service as compared with the previous assessment. More frequent service results in 

higher noise exposure levels from the modified Project. 

• Lower existing noise levels from highway traffic. Lower existing noise levels increase the likelihood 

and magnitude of impacts.

In Las Vegas, the primary differences for the additional noise impacts, in addition to those noted for 

Barstow/Yermo, also include: 

• The shift in the alignment to the median or east side of the I-15 freeway, where there are more 

residences (including more multi-family buildings with more impacts) and where the residences are 

located closer to tracks.

The Project modifications would result in additional moderate and severe noise effects at locations that 

were not identified in the DesertXpress EIS. There would also be some noise effects eliminated due to 

the Project modifications, primarily south of the Dale Evans Station and OMSF site and in Las Vegas on 

the west side of the I-15 freeway. With implementation of revised mitigation measures developed in the 

DesertXpress EIS described in Section 6.0, Mitigation Measures, the Project modifications would not 

result in substantial changes in the magnitude of operational noise impacts relative to the DesertXpress 

EIS evaluation. 
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Figure 5.1-1 Noise Impact Locations (1 of 4) 
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Figure 5.1-2 Noise Impact Locations (2 of 4) 
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Figure 5.1-3 Noise Impact Locations (3 of 4) 
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Figure 5.1-4 Noise Impact Locations (4 of 4) 
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SEGMENT 1 

A summary of the modified Project noise impacts for Segment 1 is shown in Table 5.1-2. There are no 

institutional receivers in Segment 1. There are no sensitive receptors located near the OMSF. 

Table 5.1-2 Residential Noise Impacts for Segment 1

Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Dale Evans Station and 

OMSF

NB

2406 25 56 43 56 62 0 0 

Dale Evans Station and 

OMSF

SB

No noise sensitive receivers.

Modified Project Total: 0 0 

DesertXpress EIS Total: 3 0 

SEGMENT 2 

A summary of the modified Project noise impacts for Segment 2 is shown in Table 5.1-3 and Table 5.1-4

for residential and institutional receivers, respectively. A brief discussion of each area projected to have 

noise impacts follows the tables.

Table 5.1-3 Residential Noise Impacts for Segment 2

Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Lenwood Rd to 

Highway 58 NB 549 110 65 56 61 66 0 0 

Lenwood Rd to 

Highway 58 SB 252 110 65 57 61 66 0 0 

P St to L St NB 149 90 65 53 61 66 0 0 

P St to L St SB No noise sensitive receivers.

L St to H St NB 293 90 65 63 61 66 4 0 

L St to H St SB 313 90 65 54 61 66 0 0 

H St to D St NB 655 90 65 58 61 66 0 0 

H St to D St SB No noise sensitive receivers.

D St to Agarita Ave NB 281 90 63 49 59 65 0 0 

D St to Agarita Ave SB 162 90 63 53 59 65 0 0 
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Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Agarita Ave to Barstow 

Rd NB 235 90 63 51 59 65 0 0 

Agarita Ave to Barstow 

Rd SB 142 90 63 54 59 65 0 0 

Barstow Rd to Arroyo 

Dr

NB 129 90 63 54 59 65 0 0 

Barstow Rd to Arroyo 

Dr

SB 693 90 63 39 59 65 0 0 

Arroyo Dr to Muriel Dr NB 148 90 63 54 59 65 0 0 

Arroyo Dr to Muriel Dr SB 125 90 63 55 59 65 0 0 

Muriel Dr to Elizabeth 

St

NB 267 90 63 50 59 65 0 0 

Muriel Dr to Elizabeth 

St

SB 280 90 63 49 59 65 0 0 

Elizabeth St to Main St NB 244 90 63 64 59 65 11 0 

Elizabeth St to Main St SB 210 90 63 65 59 65 4 3 

Main St to the Mojave 

River

NB 174 90 63 66 59 65 2 2 

Main St to the Mojave 

River

SB 367 90 63 62 59 65 6 0 

the Mojave River to 

Soapmine Rd NB 170 90 63 58 60 65 0 0 

the Mojave River to 

Soapmine Rd SB No noise sensitive receivers.

Fort Irwin Rd to Old 

Yermo Cutoff NB 293 110 63 61 60 65 1 0 

Fort Irwin Rd to Old 

Yermo Cutoff SB 325 110 63 60 60 65 3 0 

Meadow Grove Rd to 

Ghost Town Rd NB 155 110 63 69 60 65 0 2 

Meadow Grove Rd to 

Ghost Town Rd SB 139 110 63 69 60 65 1 6 

Mule Canyon Rd to 

Calico Rd NB 702 110 63 55 60 65 0 0 
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Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Mule Canyon Rd to 

Calico Rd SB 414 125 63 59 60 65 0 0 

Yermo Rd to Minneola 

Rd NB 518 125 63 58 60 65 0 0 

Yermo Rd to Minneola 

Rd SB No noise sensitive receivers.

Modified Project Total: 32 13

DesertXpress EIS Total: 80 0 

Table 5.1-4 Institutional Noise Impacts for Segment 2

Name Location

Side 

of 

Track

Dist 

to 

Near 

Track

(ft)

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Project Impact

Impact 

Criteria

Mod. Sev. 

Church of the 

Nazarene

Agarita Ave to 

Barstow Rd SB 160 90 58 50 61 67 0 

Oasis 

Missionary 

Baptist Church

Agarita Ave to 

Barstow Rd SB 540 90 58 36 61 67 0 

Mojave River 

Valley 

Museum

Agarita Ave to 

Barstow Rd SB 637 90 58 35 61 67 0 

L Street to H Street (NB): There are four single-family residences along the northbound side of the 

modified alignment between L Street and H Street in Barstow that are projected to have moderate noise 

impacts. These impacts are due to the elevated structure and the proximity of the tracks.

Elizabeth Street to Main Street (NB): There are eleven single-family residences along the northbound 

side of the modified alignment between Elizabeth Street and Main Street in Barstow that are projected 

to have moderate noise impacts. These impacts are due to the elevated structure.

Elizabeth Street to Main Street (SB): There are seven single- and multi-family residences along the 

southbound side of the modified alignment between Elizabeth Street and Main Street in Barstow that 

are projected to have moderate and severe noise impacts. These impacts are due to the elevated 

structure.

Main Street to the Mojave River (NB): There are four single-family residences along the northbound 

side of the modified alignment between Main Street and the Mojave River in Barstow that are projected 

to have moderate and severe noise impacts. These impacts are due to the elevated structure.
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Main Street to the Mojave River (SB): There are six single-family residences along the southbound side 

of the modified alignment between Main Street and the Mojave River in Barstow that are projected to 

have moderate noise impacts. These impacts are due to the elevated structure.

Fort Irwin Road to Old Yermo Cutoff (NB): There is one single-family residence along the northbound 

side of the modified alignment between Fort Irwin Road and the Old Yermo Cutoff that is projected to 

have a moderate noise impact. This noise impact is due to the proximity of the track and the speed of 

the train.

Fort Irwin Road to Old Yermo Cutoff (SB): There are three single-family residences along the 

southbound side of the modified alignment between Fort Irwin Road and the Old Yermo Cutoff that are 

projected to have moderate noise impacts. These noise impacts are due to the proximity of the track 

and the speed of the train.

Meadow Grove Road to Ghost Town Road (NB): There are two single-family residences along the 

northbound side of the modified alignment between Meadow Grove Road and Ghost Town Road that 

are projected to have severe noise impacts. This noise impacts are due to the proximity of the track, the 

speed of the train, and the elevated structure.

Meadow Grove Road to Ghost Town Road (SB): There are seven single-family residences along the 

southbound side of the modified alignment between Meadow Grove Road and Ghost Town Road that 

are projected to have moderate and severe noise impacts. This noise impacts are due to the proximity of 

the track, the speed of the train, and the elevated structure.

SEGMENT 3 

A summary of the modified Project noise impacts at residential receivers for Segment 3 is shown in 

Table 5.1-5. There are no institutional noise receivers in Segment 3. A brief discussion of each area 

projected to have noise impacts follows the table.

Table 5.1-5 Residential Noise Impacts for Segment 3

Location

Side 

of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Minneola Rd to Coyote 

Lake Rd NB 487 110 63 57 59 65 0 0 

Minneola Rd to Coyote 

Lake Rd SB No noise sensitive receivers.

Mountain View Rd to 

Tami Rd NB 393 180 63 61 59 65 2 0 

Mountain View Rd to 

Tami Rd SB 345 180 63 62 59 65 1 0 

Tami Rd to Harvard Rd NB No noise sensitive receivers.

Tami Rd to Harvard Rd SB 357 180 63 62 59 65 2 0 

Harvard Rd to Pima Ave NB 458 180 63 60 59 65 1 0 
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Location

Side 

of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Harvard Rd to Pima Ave SB No noise sensitive receivers.

Baker NB 288 125 65 61 61 66 1 0 

Baker SB No noise sensitive receivers.

Modified Project Total: 7 0 

DesertXpress EIS Total: 0 0 

Mountain View Road to Tami Road (NB): There are two single-family residences along the northbound 

side of the modified alignment between Mountain View Road and Tami Road that are projected to have 

moderate noise impacts. These noise impacts are due to the proximity of the track and the speed of the 

train.

Mountain View Road to Tami Road (SB): There is one single-family residence along the southbound side 

of the modified alignment between Mountain View Road and Tami Road that is projected to have a 

moderate noise impact. This noise impact is due to the proximity of the track and the speed of the train.

Tami Road to Harvard Road (SB): There are two single-family residences along the southbound side of 

the modified alignment between Tami Road and Harvard Road that are projected to have moderate 

noise impacts. These noise impacts are due to the proximity of the track and the speed of the train.

Harvard Road to Pima Avenue (NB): There is one single-family residence along the northbound side of 

the modified alignment between Harvard Road and Pima Avenue that is projected to have a moderate 

noise impact. This noise impact is due to the proximity of the track and the speed of the train.

Baker (NB): There is one single-family residence along the northbound side of the modified alignment in 

Baker that is projected to have a moderate noise impact. This noise impact is due to the proximity of the 

track and the speed of the train.

SEGMENT 4 

A summary of the modified Project noise impacts for Segment 4 is shown in Table 5.1-6 and Table 5.1-7

for residential and institutional receivers, respectively.

Table 5.1-6 Residential Noise Impacts for Segment 4

Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Halloran Springs Rd NB No noise sensitive receivers.

Halloran Springs Rd SB No noise sensitive receivers.

Clark Mountain Rd NB No noise sensitive receivers.
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Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Clark Mountain Rd SB 335 110 65 60 61 66 0 0 

Modified Project Total: 0 0 

DesertXpress EIS Total: 0 0 

Table 5.1-7 Institutional Noise Impacts for Segment 4

Name Location

Side 

of 

Track

Dist 

to 

Near 

Track

(ft)

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Project Impact

Impact 

Criteria

Mod. Sev. 

Halloran 

Springs 

Petroglyphs

Halloran 

Springs Rd SB 693 135 49.8 53.0 53.3 59.5 0 

SEGMENT 5 

A summary of the modified Project noise impacts for Segment 5 is shown in Table 5.1-8. 

Table 5.1-8 Noise Impacts for Segment 5

Location

Side of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

Jean NB 417 180 65 59 61 66 0 0 

Jean SB No noise sensitive receivers.

Modified Project Total: 0 0 

DesertXpress EIS Total: 0 0 

SEGMENT 6 

A summary of the modified Project noise impacts at residential receivers for Segment 6 is shown in 

Table 5.1-9. There are no institutional receivers in Segment 6. A brief discussion of each area projected 

to have noise impacts follows the table.
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Table 5.1-9 Residential Noise Impacts for Segment 6 

Location

Side 

of 

Track

Dist to 

Near 

Track

(ft)

Max 

Train 

Speed 

(mph)

Existing 

Noise Level

(dBA)

Noise Level (dBA)

Type and # 

of Impacts

Project

Impact 

Criteria

Mod. Sev. Mod. Sev. 

E Larson Ln to St Rose 

Pkwy NB No noise sensitive receivers.

E Larson Ln to St Rose 

Pkwy SB 258 125 66 63 61 67 14 0 

St Rose Pkwy to E Neal 

Ave 

NB No noise sensitive receivers.

St Rose Pkwy to E Neal 

Ave 

SB 338 80 66 57 61 67 0 0 

E Neal Ave to W Cactus 

Ave 

NB No noise sensitive receivers.

E Neal Ave to W Cactus 

Ave 

SB 348 80 66 57 61 67 0 0 

W Cactus Ave to W 

Silverado Ranch Blvd NB 378 70 58 60 57 63 0 0 

W Cactus Ave to W 

Silverado Ranch Blvd SB No noise sensitive receivers.

W Silverado Ranch Blvd 

to E Pebble Rd NB 103 80 58 69 57 63 44 78

W Silverado Ranch Blvd 

to E Pebble Rd SB 483 80 58 59 57 63 0 0 

E Pebble Rd to Blue 

Diamond Rd NB 29 70 58 62 57 63 92 0 

E Pebble Rd to Blue 

Diamond Rd SB No noise sensitive receivers.

Las Vegas Station NB 2636 20 58 42 57 63 0 0 

Las Vegas Station SB No noise sensitive receivers.

Modified Project Total: 150 78

DesertXpress EIS Total: 23 12 

East Larson Lane to St Rose Parkway (SB): There are 14 single-family residences along the southbound 

side of the proposed alignment between East Larson Lane and St Rose Parkway in Las Vegas, NV 

projected to have moderate noise impacts. These impacts are due to the proximity of the tracks and the 

speed of the train.

West Silverado Ranch Boulevard to East Pebble Road (NB): There are 122 single and multi-family 

residences along the northbound side of the modified alignment between West Silverado Ranch 
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Boulevard and East Pebble Road in Las Vegas that are projected to have moderate and severe noise 

impacts. This represents 24 buildings. These impacts are due to the elevated track and proximity of the 

tracks.

East Pebble Road to Blue Diamond Road (NB): There are 92 single and multi-family residences along the 

northbound side of the modified alignment between East Pebble Road and Blue Diamond Road in Las 

Vegas that are projected to have moderate noise impacts. This represents 55 buildings. These impacts 

are due to the proximity of the tracks.

Table 5.1-10 Institutional Noise Impacts for Segment 6 

Name Location

Side 

of 

Track

Dist 

to 

Near 

Track

(ft)

Train 

Speed 

(mph)

Existing 

Noise 

Level

(dBA)

Noise Level (dBA)

Project Impact

Impact 

Criteria

Mod. Sev. 

Dennis 

Ortwein 

Elementary 

School

E Neal Ave to 

W Cactus Ave

SB 413 80 60 52 63 68 0 
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5.2 TRAFFIC NOISE

All of the changes in traffic-related noise are located near the Dale Evans Station and OMSF site and 

Warm Springs Station site. For the roadways near the Warm Springs Station site, there are no locations 

where the change in traffic conditions resulting from the Project modifications would be substantial 

enough to result in traffic noise impact (defined in Section 3.1.2) and no further noise assessment was 

conducted.

Two locations near the Dale Evans Station and OMSF site are projected to have significant increases in 

traffic and were assessed for traffic noise impacts. The first location included the area of residences 

along Dale Evans Parkway between the I-15 freeway and Stoddard Wells Road, and the second location 

included the area of residences along Colusa Road between Willow Springs Avenue and Dale Evans 

Parkway. While the increase in traffic volume resulting from the Project modifications is substantial at

both locations; the residences are all located outside the 100-foot screening distances for station access 

roads. Therefore, the Project modifications would not result in substantial changes in the evaluation of 

traffic noise impacts of the DesertXpress EIS. 

5.3 VIBRATION

The potential vibration impact from Project operations was assessed on an absolute basis using the FRA 

criterion of 72 VdB for residential land uses with frequent events. The vibration impact criterion is the 

same as was used in the DesertXpress EIS and is shown in Table F-3.12-1 of the DesertXpress FEIS. The 

approach used for assessing vibration impact generally follows the approach used for the noise impact, 

except that existing vibration is not considered when evaluating impact. For the modified Project, the 

estimated root mean square (RMS) velocity levels (VdB re 1 μin./sec) for sensitive receptors at the 

receptor closest to the tracks in each Segment is presented in Table 5.3-1 below; this table summarizes 

the results of the analysis in terms of anticipated exceedances of FRA criteria for the closest residence in 

each Segment of the modified Project. 

Table 5.3-1 lists the locations of the closest receptor for each Segment, the distance to the near track, 

and the projected vibration level in each Segment. The Project vibration level listed in the table is the 

highest vibration level for that Segment. The vibration levels for other impacted receptors are lower 

than the reported values. The Project modifications would not result in vibration impacts, and therefore 

would not result in substantial changes in the evaluation of operational vibration impacts of the 

DesertXpress EIS. 

Table 5.3-1 Vibration Impact Summary

Segment Location

Distance 

to Near 

Track (ft)

Max Train 

Speed 

(mph)

Project

Levels 

(VdB) Criteria

# of 

Impacts 

1 Dale Evans Station 2406 25 53 72 0 

2 Arroyo Dr to Muriel Dr 90 126 63 72 0 

3 Mountain View Rd to Tami Rd 180 468 61 72 0 

4 Clark Mountain Rd 530 110 57 72 0 

5 Jean 432 125 51 72 0 
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Segment Location

Distance 

to Near 

Track (ft)

Max Train 

Speed 

(mph)

Project

Levels 

(VdB) Criteria

# of 

Impacts 

6 E Pebble Rd to Blue Diamond Rd 70 32 70 72 0 

Modified Project Total: 0 

DesertXpress EIS Total: 0 

5.4 CONSTRUCTION NOISE

The Project modifications would not result in new or previously unevaluated construction noise impacts

beyond those identified in the DesertXpress EIS because construction techniques and areas where 

construction noise impacts would occur have not changed. The Project modifications would not result in 

substantial changes in the evaluation of construction noise impacts of the DesertXpress EIS. 

5.5 CONSTRUCTION VIBRATION

The Project modifications would not result in new or previously unevaluated construction vibration 

impacts beyond those identified in the DesertXpress EIS because construction techniques and areas 

where construction vibrations impacts would occur have not changed. The Project modifications would 

not result in substantial changes in the evaluation of construction vibration impacts of the DesertXpress 

EIS. 

Mitigation Measures

The mitigation measures to address operation and construction impacts are provided below from the 

DesertXpress EIS.

4 Because of the changes in impacts to noise and vibration, revisions to Mitigation 

Measure NV-1 is required with changes shown using strikeout underline. While there are additional 

impacts identified, based on new operations and new alignment alternatives, the magnitude of the 

impacts is similar, and with the inclusion of mitigation, there would be no residual impacts.

The DesertXpress EIS included Mitigation Measures NV-1, NV-3, and NV-4 (outlined below) to reduce 

moderate and severe noise impacts. These mitigation measures would still apply to the Project to 

reduce potential noise impacts; however, as discussed below, the noise barrier locations originally 

identified in Mitigation Measure NV-1 in the DesertXpress EIS would be relocated to reduce severe and 

moderate noise effects associated with the Project modifications. With implementation of Mitigation 

Measures NV-1, NV-3, and NV-4, the Project would not result in new or unevaluated noise effects.

Mitigation Measure NV-1: Noise Barriers 

The Applicant DesertXpress Enterprises, LLC shall install noise barriers at least four feet in height relative 

to the top of rail elevation along the at-grade portions of the rail alignment and on the elevated 

4 Note: Mitigation Measures NV-5 through NV-9, initially identified in the DesertXpress EIS, applied only to a locomotive 

technology option (diesel-electric multiple unit or DEMU) that was not included in the Selected Alternative. Accordingly, 

mitigation specific to the DEMU technology is not included here.
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structures to reduce severe noise impacts. The noise barriers shall be installed prior to the 

commencement of train operations along the rail alignment to reduce adverse noise effects. 

This is a common approach to reducing noise impacts from surface transportation sources. The primary 

requirements for an effective noise barrier are that (1) the barrier must be high enough and long enough 

to break the line-of-sight between the sound source and the receiver, (2) the barrier must be of an 

impervious material with a minimum surface density of four pounds per square foot, and (3) the barrier 

must not have any gaps or holes between the panels or at the bottom. Because numerous materials 

meet these requirements, the selection of materials for noise barriers is usually dictated by aesthetics, 

durability, cost and maintenance considerations. 

The Applicant DesertXpress Enterprises, LLC shall install noise barriers meeting the above criteria at the 

locations identified in Table 6.1-1 and shown in Figure 6.1-1, Figure 6.1-2, Figure 6.1-3, and Figure 6.1-4. 

Table 6.1-1 includes the side of track, location, length, and height of the proposed barriers. At other 

locations where impacts have been identified, noise barriers would not be effective and other mitigation 

options would need to be implemented. the Final EIS (A list of these locations was provided as Final EIS

Table F-3.12-5; an illustration of the locations of these barriers was provided in Final EIS Figures F-3.12-1 

through F-3.12-3). 

Table F-3.12-5 Noise Barrier Locations

Location

Side of 

Track Civil Station Length (ft)

Relevant 

Figure

Preferred Alternative Terminating at Las Vegas Southern Station or Las Vegas Central Station B

Lenwood Road NB 1557 – 1563 600 F-3.12-1 

Lenwood Road SB 1580 – 1587 700 F-3.12-1 

L Street to H Street SB 1735 – 1743 3,000 F-3.12-1 

Grace Street NB 1791 – 1821 800 F-3.12-1 

Coolwater Lane SB 1882 – 1892 1,000 F-3.12-1 

Western Whip Court to Kelly Drive SB 1842 – 1886 4,400 F-3.12-1 

Elephant Mountain Road SB 2225 – 2235 1,000 F-3.12-1 

Ghost Town Road NB 2245 – 2255 1,000 F-3.12-1 

South of Blue Diamond Rd SB 9715 – 9732 1,700 F-3.12-3 

Preferred Alternative Terminating at Las Vegas Central Station B Only (In Addition to Mitigation Above)

South of W Tropicana Ave SB 9926 – 9934 800 F-3.12-3 

Total Noise Mitigation Length

Total (terminating at Las Vegas Southern Station) 15,250

Total (terminating at Las Vegas Central Station B) 20,400

Source: HMMH, 2010.
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Table 6.1-1 Noise Barrier Locations

Noise Barrier Location

Side of 

Track Civil Station Length (ft)

L St to H St, Barstow* NB 7916+00 to 7926+00 1,000

Elizabeth St to Main St, Barstow* NB 7766+50 to 77760+50 950

Elizabeth St to Main St, Barstow* SB 7773+50 to 7783+00 950

Main St to the Mojave River, Barstow* NB 7755+00 to 7763+00 800

Main St to the Mojave River, Barstow* SB 7754+00 to 7764+00 1,000

Meadow Grove Road to Ghost Town Road, Yermo* NB 7405+00 to 7430+00 2,200

Meadow Grove Road to Ghost Town Road, Yermo* SB 7415+00 to 7436+50 2,150

E Larson Lane to St Rose Parkway* SB 445+00 to 456+50 1,150

W Silverado Ranch Boulevard to E Pebble Road, Las Vegas* NB 238+50 to 246+50 800

W Silverado Ranch Boulevard to E Pebble Road, Las Vegas* NB 225+50 to 233+50 800

W Silverado Ranch Boulevard to E Pebble Road, Las Vegas** NB 197+00 to 211+50 1,450

E Pebble Road to Blue Diamond Road, Las Vegas*** NB 184+00 to 189+50 550

E Pebble Road to Blue Diamond Road, Las Vegas*** NB 140+00 to 166+00 2,600

Total Length: 16,750

Total Length from FEIS: 20,400

*4 ft barrier on elevated structure

**Extension of current barrier highway noise barrier

***Detailed analysis of existing barriers needed to determine barrier needs (additional height, etc.)

Mitigation Measure NV-2: Location of Crossovers or Special Trackwork at Crossovers 

To reduce severe noise impacts, the Applicant shall locate crossovers away from residential areas where 

feasible, or use spring-rail or moveable point frogs in place of standard rigid frogs at turnouts where 

relocation of crossovers is not feasible. Because the impacts of wheels over rail gaps at track crossover 

locations or turn-outs for passing tracks increases vibration by about 6 dBA, crossovers are a major 

source of vibration noise impact when they are located in sensitive areas. If crossovers cannot be 

relocated away from residential areas, another approach is to use spring-rail or moveable point frogs in 

place of standard rigid frogs at turnouts. These devices allow the flangeway gap to remain closed in the 

main traffic direction for revenue service trains. The Applicant shall incorporate these measures into 

design-build Project plans.

• Crossovers were included in the vibration assessment conducted for the Project modifications, 

which determined that vibration impacts would not occur. Therefore, Mitigation Measure NV-2 no 

longer applies to the Project modifications.

Mitigation Measure NV-3: Building Sound Insulation 

Where sensitive receptors would be dispersed or limited in nature, and with the agreement and consent 

of property owners, the Applicant DesertXpress Enterprises, LLC may choose to install building sound 

insulation rather than implementing noise barriers defined under Mitigation Measure NV-1 to mitigate 

severe noise impacts. Sound insulation to improve the outdoor-to-indoor noise reduction has been 
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widely applied around airports and has seen limited application for rail Projects. Although this approach 

has no effect on noise in exterior areas, it may be the best choice for sites where noise barriers are not 

feasible or desirable, and for buildings where indoor sensitivity is of most concern. Substantial 

improvements in building sound insulation (on the order of 5 to 10 dBA) can often be achieved by 

adding an extra layer of glazing to the windows, by sealing any holes in exterior surfaces that act as 

sound leaks, and by providing forced ventilation and air-conditioning so that windows do not need to be 

opened.

Mitigation Measure NV-4: Property Acquisitions or Easements 

Where sensitive receptors would be dispersed or limited in nature, the Applicant DesertXpress 

Enterprises, LLC may choose to implement property acquisitions or easements rather than Mitigation 

Measure NV-1 to mitigate severe noise impacts. The Applicant DesertXpress Enterprises, LLC may 

purchase residences likely to be impacted by train operations or to acquire easements for such 

residences by paying the homeowners to accept the future train noise conditions. These approaches are 

usually taken only in isolated cases where other mitigation options are infeasible, impractical, or too 

costly.

Mitigation Measure NV-10: Construction Noise and Vibration Measures

The Applicant DesertXpress Enterprises, LLC shall develop specific residential property line noise limits 

that comply with applicable local noise regulations to the extent feasible during the design-build 

process, include these noise limits in the construction specifications for the Project, and perform noise 

monitoring during construction to verify compliance with the limits. This approach allows the contractor 

flexibility to meet the noise limits in the most efficient and cost-effective manner. Noise control 

measures that would be applied as needed to meet the noise limits include the following:

• Avoiding nighttime construction in residential neighborhoods.

• Using specially quieted equipment with enclosed engines and/or high-performance mufflers.

• Locating stationary construction equipment as far as possible from noise-sensitive sites.

• Constructing noise barriers, such as temporary walls or piles of excavated material, between noisy 

activities and noise-sensitive receivers.

• Re-routing construction-related truck traffic along roadways that will cause the least disturbance to 

residents.

• Avoiding impact pile driving near noise-sensitive areas, where possible. Drilled piles or the use of a 

sonic or vibratory pile driver are quieter alternatives where the geological conditions permit their 

use. If impact pile drivers must be used near noise-sensitive receptors, their use will be limited to 

the periods between 8:00 AM and 5:00 PM on weekdays.

With the incorporation of the appropriate noise mitigation measures, impacts from constructiongenerated noise should not be adverse. To provide added assurance, the Applicant DesertXpress 

Enterprises, LLC shall institute a complaint resolution procedure to rapidly address any noise problems 

that may develop during construction.
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Figure 6.1-1 Noise Mitigation Locations as Specified by MM NV-1 and NV-3 (1 of 4) 
DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION

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Figure 6.1-2 Noise Mitigation Locations as Specified by MM NV-1 and NV-3 (2 of 4) 
DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION

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Figure 6.1-3 Noise Mitigation Locations as Specified by MM NV-1 and NV-3 (3 of 4) 
DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION

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Figure 6.1-4 Noise Mitigation Locations as Specified by MM NV-1 and NV-3 (4 of 4)
DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION

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References 

Federal Railroad Administration (FRA). 2012. High-Speed Ground Transportation Noise and Vibration 

Impact Assessment. Final Report DOT/FRA/ORD-12/15.