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Attachment B: Resource Impacts Analysis Report 1.0 Introduction DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION Attachment B: Resource Impacts Analysis Report 1.0 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 report evaluates the Project modification’s potential environmental impacts and compares them to impacts documented in the DesertXpress EIS. Specifically, this document addresses the following topics: • Land Use, Community, and Environmental Justice Impacts • Growth • Farmlands and Grazing Lands • Utilities/Emergency Services • Visual Resources • Paleontological Resources • Geology and Soils • Hazardous Materials • Energy • Cumulative Impacts For the above resources, FRA determined there was sufficient information publicly available to assess whether regulatory updates, changes to the affected environment, and Project modifications could result in substantial changes in the evaluation of impacts described in the DesertXpress EIS. FRA assessed these resources qualitatively based on the methodology described in Section 2.0, Methodology. For the following resources, FRA conducted additional analyses and prepared separate technical reports to assess potential impacts: • Transportation and Traffic • Cultural Resources • Hydrology and Water Quality • Air Quality • Noise and Vibration • Biological Resources SEPTEMBER 2020 PAGE 1 DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION 2.0 Methodology The analysis of environmental topics addressed in this document generally considers three categories (listed below) in order to identify whether the proposed Project modifications could result in new significant impacts not evaluated in the DesertXpress EIS. 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. The DesertXpress EIS notes that the Project is exempt from state and local land use policies, consistent with the Surface Transportation Board’s (STB) 2007 declaratory order.1 This exemption would apply to the modified Project. Nevertheless, state and local land use and environmental regulations were considered in the discussion of resource topics below, consistent with the DesertXpress EIS approach which evaluated state and local regulations. Affected Environment Changes. This category identifies changes in the existing physical environment that have occurred since the DesertXpress EIS. The affected environmental was assessed for each resource topic to identify changes in the resource or features within the Project area. Changes in the affected environment are cited, summarized, and evaluated against the modified Project to determine if new significant impacts would occur. Project Modifications. This category identifies Project modifications that have occurred since issuance of the DesertXpress ROD. These design changes include modification of the rail alignment, stations, and ancillary facilities. Project modifications were analyzed to determine if they would result in substantial changes in the DesertXpress EIS environmental evaluation. Key Project changes are listed below. • Alignment refers to the railroad trackway between Apple Valley and Las Vegas, split into six segments (Segment 1 through Segment 6). The modified alignment would be constructed primarily within the I-15 freeway right-of-way (ROW); minimal portions of the alignment would exit the I-15 freeway ROW. The Project modifications would not alter the alignment for Segments 2 and 3; Segments 1, 4, 5, and 6 have been modified from the alignments evaluated in the DesertXpress EIS. • Stations include the Dale Evans Station and Operations Maintenance and Storage Facility (OMSF) site in Apple Valley and the Warm Springs Station in Las Vegas. Station sites would offer train ticketing, baggage handling, and parking for passengers. The OMSF would include a train washing facility, repair shop, parts storage, and operations control center. As the Dale Evans Station and OMSF site would be fully integrated, they are considered as one facility herein, unless otherwise specified. The Dale Evans Station and OMSF site would be located on approximately 300 acres of vacant land near the southernmost point of Segment 1 on the east side of the I-15 freeway near the Dale Evans Interchange. The Warm Springs Station would occupy approximately 110 acres of vacant land north of Blue Diamond Road in Las Vegas on the east side of the I-15 freeway near the Blue Diamond Interchange. Neither of these station site options were evaluated in the DesertXpress EIS. However, they represent the same termini (i.e., the Victorville area, California and Las Vegas, Nevada) and are near the previously evaluated station sites. 1 49 U.S.C. § 10901 grants STB exclusive jurisdiction over the construction and operation of interstate railroad projects. STB’s declaratory order found that the Project falls under STB’s jurisdiction because the Project alignment would connect California and Nevada. https://www.stb.gov/decisions/readingroom.nsf/UNID/0CEC0B2F00B4E90D85257306006C9F38/$file/37656.pdf SEPTEMBER 2020 PAGE 2 DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION • Ancillary Facilities include temporary construction areas, negative shoulders2, roadway reconstruction areas, paralleling sites (referred to as autotransformers in the DesertXpress EIS), emergency crossovers, electrical substations and associated utility corridors, and a Maintenance of Way (MOW) facility. The modified Project includes ancillary facilities not previously evaluated in the DesertXpress EIS, including additional temporary construction areas, paralleling sites, newly considered emergency crossover, the newly considered Barstow and Ivanpah Electrical Substations and associated utility corridors, and the relocated California MOW facility. Mitigation Measures. This category identifies and addresses the applicability of mitigation measures originally established in the DesertXpress EIS and, where applicable, identifies new or revised measures. 3.0 Effect Analysis 3.1 LAND USE, COMMUNITY, AND ENVIRONMENTAL JUSTICE IMPACTS The following discussion evaluates the potential for the Project modifications to result in land use, community, and environmental justice impacts that are new or were not evaluated in the DesertXpress EIS. 3.1.1 REGULATORY UPDATES FEDERAL The DesertXpress EIS identified Federal agencies with authority over land uses within two miles of the Project. The DesertXpress EIS assumed the Project would not impact land uses beyond this distance. As the modified Project would pass within 1 mile of lands operated by the following Federal agencies, the following land use regulations would still apply: • The United States Department of the Interior Bureau of Land Management (BLM): Ancillary facility footprint would occur on lands managed by the BLM. • The US Department of Defense: Segment 2 would be within 1 mile of the US Marine Corps logistics base in Yermo. • The National Park Service: Segments 3 and 4 would pass within 1 mile of the Mojave National Preserve, a preserve managed by the National Park Service. • Federal Aviation Administration: The Project would be within 1 mile of the proposed Ivanpah Valley Airport and the existing Jean Sport Aviation Center. The Project modifications could potentially conflict with land use policies of the above agencies through the use of lands owned by these agencies or through interference with existing land uses where the modified Project is adjacent these lands. The Project modifications would only result in the use of land managed by BLM in areas where Project features occur outside of the I-15 freeway ROW in Segments 3, 4, 5, and 6. The modified Project facilities would not directly encounter the lands of other Federal agencies. As discussed under Section 3.1.2, Conflict with Land Use Plans, Policies, or Regulations, the modified Project’s use of lands outside the I-15 freeway ROW would be minimal and would have a 2 In areas where the I-15 freeway narrows, the Project would require slight widening of the I-15 freeway to accommodate an alignment in the I-15 freeway median. As these modifications would reduce the size of the existing shoulder, they are described as “negative shoulders”. SEPTEMBER 2020 PAGE 3 DESERTXPRESS ENTERPRISES, LLC/XPRESSWEST HIGH-SPEED TRAIN FEDERAL RAILROAD ADMINISTRATION negligible impact on existing land uses. The modified Project would not impact the
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