[Federal Register: October 13, 2006 (Volume 71, Number 198)]
[Notices]
[Page 60484-60490]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr13oc06-40]
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DEPARTMENT OF ENERGY
Amended Notice of Intent To Expand the Scope of the Environmental
Impact Statement for the Alignment, Construction, and Operation of a
Rail Line to a Geologic Repository at Yucca Mountain, Nye County, NV
AGENCY: Department of Energy.
ACTION: Amended notice of intent.
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SUMMARY: The Department of Energy (DOE or the Department) is providing
this Amended Notice of Intent to expand the scope of the ongoing
Environmental Impact Statement for the Alignment, Construction and
Operation of a Rail Line to a Geologic Repository at Yucca Mountain,
Nye County, Nevada (DOE/EIS-0369, Rail Alignment EIS, Notice of Intent,
April 8, 2004, 69 FR 18565). In the ongoing Rail Alignment EIS, DOE has
undertaken an analysis of alternative rail alignments in which to
construct and operate a rail line within what is referred to as the
Caliente corridor. Based on new information, DOE now plans to expand
the Rail Alignment EIS to incorporate analysis of a new rail corridor
alternative. This additional analysis will supplement the corridor
analyses in the ``Final Environmental Impact Statement for a Geologic
Repository for the Disposal of Spent Nuclear Fuel and High-Level
Radioactive Waste at Yucca Mountain, Nye County, Nevada'' (DOE/EIS-
0250F, Yucca Mountain Final EIS, February 2002). The expanded analysis
will consider the potential environmental impacts of a newly proposed
Mina rail corridor at the same level of corridor analysis as is
contained in the Yucca Mountain Final EIS, and will review the rail
corridor analyses of that Final EIS, and update, as appropriate. The
expanded scope will then proceed to include a detailed analysis of
alternative alignments within the Mina corridor at the same level of
analysis of the ongoing alignment analysis for the Caliente corridor.
The result will be to provide the public with information concerning
both the potential corridor and alignment impacts of the Mina corridor
at the same time DOE presents the potential impacts for the
construction and operation of a rail line within the Caliente corridor.
The expanded EIS will be entitled the Supplemental Yucca Mountain Rail
Corridor and Rail Alignment EIS (DOE/EIS-0250F-S2 and DOE/EIS-0369).
On April 8, 2004 (69 FR 18557), the Department issued a Record of
Decision announcing its selection, both nationally and in the State of
Nevada, of the mostly rail scenario analyzed in the Yucca Mountain
Final EIS. This decision will ultimately require the construction of a
rail line to connect the repository site at Yucca Mountain to an
existing rail line in the State of Nevada for the shipment of spent
nuclear fuel and high-level radioactive waste. To that end, the
Department also selected the Caliente rail corridor in which to examine
possible alignments for construction of that rail line. On April 8,
2004 (69 FR 18565), DOE issued a Notice of Intent to prepare an EIS
under the National Environmental Policy Act (NEPA) for the alignment,
construction, and operation of a rail line for shipments of spent
nuclear fuel, high-level radioactive waste, and other materials from a
site near Caliente, Nevada, to a geologic repository at Yucca Mountain,
Nevada (the Rail Alignment EIS).
During subsequent public scoping, DOE received comments that
offered preferences for various rail corridors analyzed in detail in
the Yucca Mountain Final EIS, and identified other rail corridors for
consideration. In particular, commenters recommended that DOE consider
the Mina route, which would include use of an existing rail line from
Hazen, Nevada, to the Thorne siding in Hawthorne, Nevada, and the
construction of new rail line that would follow an abandoned rail line
nearly to Yucca Mountain.
In the Yucca Mountain Final EIS, DOE considered, but eliminated
from detailed study, several potential rail routes. One of those
potential rail routes, the Mina route, could only connect to an
existing rail line by crossing the Walker River Paiute Tribe
Reservation northwest of Hawthorne, Nevada, and the Tribe had informed
DOE that it would refuse to allow nuclear waste to be transported
across its reservation (letter dated December 6, 1991). For this
reason, the Department considered the Mina route to pose an unavoidable
land use conflict and thus to be unavailable for further consideration.
Following review of the scoping comments for the Rail Alignment
EIS, DOE held discussions with the Walker River Paiute Tribe regarding
the availability of the Mina route. Subsequently, in May 2006, the
Walker River Paiute Tribe informed DOE that the Tribal Council had
withdrawn its objection to the completion of an EIS studying the
transportation of nuclear waste across its reservation. The Tribe
stated that its Tribal Council had not decided to allow such shipments,
but indicated that inclusion of the Mina route in an EIS would allow
the Tribe
[[Page 60485]]
to make a more informed, final decision about the matter.
In view of the Tribal Council's decision, DOE initiated a study to
determine the feasibility of the Mina route, and to identify a specific
corridor (Mina corridor) and associated preliminary alternative
alignments (described below under Mina Alternative Alignments). Based
on DOE's preliminary analysis, in comparison with other rail corridors,
the Mina corridor appears to offer potential advantages to the extent
it would cross fewer mountain ranges, utilize existing rail bed, and
also be a shorter distance. These potential advantages would simplify
design and construction of a rail line, and therefore would be less
costly to construct. The Mina corridor also would appear to have fewer
land use conflicts, and would involve less land disturbance, which
tends to result in lower adverse environmental impacts overall.
For these reasons, DOE has concluded that the Mina corridor
warrants further detailed study. Accordingly, DOE is announcing its
intent to expand the scope of the Rail Alignment EIS to supplement the
rail corridor analyses of the Yucca Mountain Final EIS, and analyze the
Mina corridor. This Supplemental Yucca Mountain Rail Corridor and Rail
Alignment EIS \1\ also will consider, in detail, alignments for the
construction and operation of a rail line within the Caliente and Mina
rail corridors.
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\1\ Coincident with this Amended Notice of Intent, DOE is
publishing a Notice of Intent to prepare a Supplemental Yucca
Mountain EIS (DOE/EIS-0250F-S1). That Supplement will consider the
current repository design and plans for its construction and
operation, and the transportation of spent nuclear fuel and high-
level radioactive waste from sites around the United States to the
repository at Yucca Mountain.
DATES: The Department invites comments on the scope of the Supplemental
Yucca Mountain Rail Corridor and Rail Alignment EIS to ensure that all
relevant environmental issues and reasonable alternatives are
addressed. Public scoping meetings are discussed below in the
SUPPLEMENTARY INFORMATION section. DOE will consider all comments
received during the 45-day public scoping period, which starts with
publication of this Amended Notice of Intent and ends November 27,
2006. Comments received after this date will be considered to the
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extent practicable.
ADDRESSES: Requests for additional information on the Supplemental
Yucca Mountain Rail Corridor and Rail Alignment EIS or transportation
planning in general should be directed to: Mr. M. Lee Bishop, EIS
Document Manager, Office of Logistics Management, Office of Civilian
Radioactive Waste Management, U.S. Department of Energy, 1551 Hillshire
Drive, M/S 011, Las Vegas, NV 89134, Telephone 1-800-967-3477. Written
comments on the scope of the Supplemental Yucca Mountain Rail Corridor
and Rail Alignment EIS may be submitted to Mr. M. Lee Bishop at this
address, by facsimile to 1-800-967-0739, or via the Internet at http://www.ocrwm.doe.gov
under the caption, What's New.
FOR FURTHER INFORMATION CONTACT: For general information regarding the
DOE NEPA process contact: Ms. Carol M. Borgstrom, Director, Office of
NEPA Policy and Compliance, U.S. Department of Energy, 1000
Independence Ave., SW., Washington, DC 20585, Telephone 202-586-4600,
or leave a message at 1-800-472-2756.
SUPPLEMENTARY INFORMATION:
Background
On July 23, 2002, the President signed into law (Pub. L. 107-200) a
joint resolution of the U.S. House of Representatives and the U.S.
Senate designating the Yucca Mountain site in Nye County, Nevada, for
development as a geologic repository for the disposal of spent nuclear
fuel and high-level radioactive waste. Subsequently, the Department
issued a Record of Decision (April 8, 2004) to announce its selection,
both nationally and in the State of Nevada, of the mostly rail scenario
analyzed in the Yucca Mountain Final EIS as the mode of transportation
for spent nuclear fuel and high-level radioactive waste to the
repository. Under the mostly rail scenario, the Department would rely
on a combination of rail, truck and possibly barge to transport to the
repository site at Yucca Mountain up to 70,000 metric tons of heavy
metal of spent nuclear fuel and high-level radioactive waste. Most of
the spent nuclear fuel and high-level radioactive waste, however, would
be transported by rail.
The Department's decision to select the mostly rail scenario in
Nevada ultimately will require the construction of a rail line \2\ to
connect the repository site at Yucca Mountain to an existing rail line
in the State of Nevada for the shipment of spent nuclear fuel and high-
level radioactive waste in the event the Nuclear Regulatory Commission
authorizes construction of the repository, and receipt and possession
of these materials at Yucca Mountain. To that end, in the same Record
of Decision, the Department also decided to select the Caliente rail
corridor \3\ to study possible alignments for this proposed rail line.
The Caliente rail corridor originates at an existing siding to the
Union Pacific railroad near Caliente, Nevada, and extends in a westerly
direction to the northwest corner of the Nevada Test and Training
Range, before turning south-southeast to the repository at Yucca
Mountain. The Caliente corridor ranges between 512 kilometers (318
miles) and 553 kilometers (344 miles) in length, depending on the
alternative alignments considered.
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\2\ Rail line means the railroad track and underlying
earthworks.
\3\ A corridor is a strip of land 400 meters (0.25 mile) wide
through which DOE would identify an alignment for the construction
of a rail line.
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On April 8, 2004, DOE issued a Notice of Intent to prepare an EIS
under NEPA for the alignment, construction, and operation of a rail
line for shipments of spent nuclear fuel, high-level radioactive waste,
and other materials \4\ from a site near Caliente, Nevada to a geologic
repository at Yucca Mountain, Nevada. During subsequent public scoping,
DOE received comments that offered preferences for various rail
corridors analyzed in detail in the Yucca Mountain Final EIS, and
identified other rail corridors for consideration. In particular,
commenters recommended that DOE consider ``the Mina route,'' which
would include use of an existing rail line from Hazen, Nevada, to the
Thorne siding at Hawthorne, Nevada, and the construction of new rail
line that would follow an abandoned rail line nearly to Yucca Mountain.
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\4\ Other materials are those related to the construction and
operation of the repository.
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In the Yucca Mountain Final EIS, DOE considered, but eliminated
from detailed study, the Mina route and several other potential rail
routes (see Section 2.3.3.1). These other potential rail routes were
identified in a series of three transportation studies--``Preliminary
Rail Access Study'' (January, 1990), the ``Nevada Potential Repository
Preliminary Transportation Strategy, Study 1'' (February, 1995), and
the ``Nevada Potential Repository Preliminary Transportation Strategy,
Study 2'' (February, 1996). Based on the latter (1996) study and public
scoping, five potential rail corridors were considered in detail in the
Yucca Mountain Final EIS.
In the 1996 study, the Mina route was not recommended for further
study, because a rail line within the Mina route could only connect to
an existing rail line by crossing the Walker River Paiute
[[Page 60486]]
Tribe Reservation, and the Tribe had informed DOE that it would refuse
to allow nuclear waste to be transported across its reservation (letter
dated December 6, 1991). For this reason, the Department considered the
Mina route to pose an unavoidable land use conflict and thus to be
unavailable for further consideration (see Section 2.3.3.1 in the Yucca
Mountain Final EIS).
Following review of the scoping comments for the Rail Alignment
EIS, DOE held discussions with the Walker River Paiute Tribe regarding
the availability of the Mina route. Subsequently, in May 2006, the
Walker River Paiute Tribe informed DOE that the Tribal Council had
withdrawn its objection to the completion of an EIS studying the
transportation of nuclear waste across its reservation. The Tribe
stated that its Tribal Council had not decided to allow such shipments,
but indicated that inclusion of the Mina route in an EIS would allow
the Tribe to make a more informed, final decision about the matter.
In view of the Tribal Council's decision, DOE initiated a study to
determine the feasibility of the Mina route, and to identify a specific
corridor (the Mina corridor) and associated preliminary alternative
alignments. Based on DOE's preliminary analysis, in comparison with
other rail corridors, the Mina corridor appears to offer potential
advantages to the extent it would cross fewer mountain ranges, utilize
existing rail bed, and also be a shorter distance. These potential
advantages would simplify design and construction of the rail line, and
therefore would be less costly to construct. The Mina corridor also
would appear to have fewer land use conflicts, and would involve less
land disturbance, which tends to result in lower adverse environmental
impacts overall.
For these reasons, DOE has concluded that the Mina corridor
warrants further detailed study. Accordingly, DOE is announcing its
intent to expand the scope of the Rail Alignment EIS to prepare a
Supplemental EIS that will supplement the rail corridor analyses of the
Yucca Mountain Final EIS. In the Yucca Mountain Final EIS, DOE
evaluated the construction and operation of a rail line within five
corridors--Caliente, Caliente-Chalk Mountain, Carlin, Jean and Valley
Modified. In the Supplemental Yucca Mountain Rail Corridor and Rail
Alignment EIS, DOE will review the environmental information and
analyses for these corridors, and update, as appropriate \5\; DOE also
plans to consider the Mina corridor at a level of detail commensurate
with that of the Yucca Mountain Final EIS. In addition, the
Supplemental Yucca Mountain Rail Corridor and Rail Alignment EIS will
consider, in detail, alignments for the construction and operation of a
rail line within the Caliente and Mina corridors.
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\5\ In a letter to the U.S. Air Force (dated December 1, 2004),
DOE eliminated from detailed study alignments that would intersect
the Nevada Test and Training Range because of concerns regarding
military readiness testing and training activities. This letter was
in response to a May 28, 2004 letter from the U.S. Air Force. For
the same reasons cited in these letters, DOE does not intend to
consider further the Caliente-Chalk Mountain rail corridor.
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The Mina corridor originates at an existing rail line near Wabuska,
Nevada, where it proceeds southeasterly through Hawthorne to Blair
Junction, and then on to Lida Junction. At that point, it becomes
coincident with the Caliente corridor trending southeasterly through
Oasis Valley before turning north-northeast to Yucca Mountain. The Mina
corridor is about 450 kilometers (280 miles) in length; however,
construction of new rail line would range between about 386 kilometers
(240 miles) and 409 kilometers (254 miles) because the corridor
includes the existing Department of Defense rail line from Wabuska to
the Hawthorne Army Depot in Hawthorne.
Previous Public Scoping Comments
The Department received more than 4,100 comments during the public
scoping period for the Rail Alignment EIS that ended June 1, 2004. In
general, many of these comments offered preferences for various rail
corridors or requested DOE to evaluate rail corridors other than
Caliente, and suggested new alternative alignments or criteria (e.g.,
avoid wilderness study areas) that could be used to modify the
preliminary alignments proposed by DOE or to create new alternative
alignments. These comments helped inform DOE's decision to expand the
scope of the Rail Alignment EIS as discussed under Background above,
and to identify the range of reasonable alternative alignments as
discussed under Caliente Alternative Alignments below.
Commenters also requested that DOE allow other commodities to be
shipped on the rail line by private entities (referred to herein as
shared use). As described under Proposed Action below, the Supplemental
Yucca Mountain Rail Corridor and Rail Alignment EIS will evaluate
shipments of commercial commodities, in addition to shipments of DOE
materials.
DOE also received comments regarding analytical methods for various
environmental resources such as cultural resources and water use,
treatment of cumulative impacts and Native American concerns, the
nature of the evaluation of potential accidents and sabotage, and the
identification of mitigation measures. These comments and associated
issues will be addressed in the Supplemental Yucca Mountain Rail
Corridor and Rail Alignment EIS.
Proposed Action
Under the Supplemental Yucca Mountain Rail Corridor and Rail
Alignment EIS, the Proposed Action is to determine a rail alignment \6\
(within a rail corridor) in which to construct and operate a rail line
for shipments of spent nuclear fuel, high-level radioactive waste, and
other materials from an existing railroad in Nevada to a geologic
repository at Yucca Mountain, Nye County, Nevada. DOE now plans to
review the environmental information and analyses for four rail
corridors, and update, as appropriate (Caliente, Carlin, Jean and
Valley Modified), include and analyze the Mina corridor, and evaluate
in detail two alternatives that would implement the Proposed Action--
the Mina Alternative and the Caliente Alternative. Under each
implementing alternative, DOE will evaluate the potential environmental
impacts from the construction and operation of a rail line along
various alternative alignments \7\ and common segments.\8\ As part of
rail line operations, DOE also will evaluate, as an option to the Mina
and Caliente implementing alternatives, the shipment of commercial
commodities by private entities (shared use).
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\6\ A strip of land less than 400 meters (0.25 mile) wide
through which the location of a rail line would be identified.
\7\ A geographic region of the rail alignment for which multiple
routes for the rail line have been identified.
\8\ A geographic region of the rail alignment for which a single
route for the rail line has been identified.
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Preliminary Alternatives
As required by the Council on Environmental Quality and
Departmental regulations that implement NEPA, the Supplemental Yucca
Mountain Rail Corridor and Rail Alignment EIS will analyze and present
the environmental impacts associated with the range of reasonable
alternatives to meet DOE's purpose and need for a rail line, and a no-
action alternative. The preliminary alternative alignments for the
Caliente and Mina rail alignments comprise a series of common segments
and alternatives (maps may be obtained as described above in
[[Page 60487]]
ADDRESSES). The Department is interested in identifying and
subsequently evaluating any additional reasonable alternative
alignments within the Caliente or Mina corridors that would reduce or
avoid known or potential adverse environmental impacts, features having
aesthetic values, and land-use conflicts, or alternatives that should
be eliminated from detailed consideration. This could include
identifying alternative alignments that could avoid environmentally
sensitive areas or other land use conflicts.
Caliente Alternative Alignments
DOE's Notice of Intent (April 8, 2004) identified preliminary
alternative alignments and common segments to be evaluated in the Rail
Alignment EIS. The Notice of Intent also indicated that DOE would
consider other potential alternatives if they would minimize, avoid or
otherwise mitigate adverse environmental impacts.
Following scoping, DOE evaluated all public comments, as well as
information from other sources, that could affect the preliminary
alternative alignments and common segments identified in the Notice of
Intent. Based on this information, DOE identified additional
alternative alignments, and modified the preliminary alignments and
common segments identified in the Notice of Intent to create a suite of
potential alternatives. This suite was then evaluated using
environmental features and engineering and design factors to determine,
preliminarily, the range of reasonable alternative alignments. As an
example, commenters identified alternative alignments that would avoid
Garden Valley by identifying routes through Coal Valley that cross the
Golden Gate Range. However, DOE found these alignments are not
reasonable alternatives because they would either exceed engineering
and design factors or would be far more costly to construct than other
alignments that pass through Garden Valley.
On this basis, DOE has identified, preliminarily, alternative
alignments at the interface with the Union Pacific Railroad near
Caliente, in Garden Valley, near the Reveille Range and the Town of
Goldfield, north of Scottys Junction (referred to as Bonnie Claire),
and in Oasis Valley. These alternative alignments, which are described
below, will be considered in detail in the Supplemental Yucca Mountain
Rail Corridor and Rail Alignment EIS.
Interface With Union Pacific Railroad
DOE has identified two alternative alignments, Caliente and Eccles,
either of which alternative alignment would connect the proposed rail
line to the existing Union Pacific Railroad in or near the City of
Caliente. The Caliente alternative alignment would begin in Caliente,
enter Meadow Valley Wash at Indian Cove, and extend generally north
through Meadow Valley Wash and along U.S. 93. This alternative
alignment would then cross U.S. 93 about 5 kilometers (3 miles)
southwest of Panaca and connect to Common Segment 1 about 1 kilometer
(0.6 mile) northwest of U.S. 93 and 18 kilometers (11 miles) south of
Pioche. The Caliente alternative alignment would be approximately 18
kilometers (11 miles) long.
The Eccles alternative alignment would begin along Clover Creek
about 8 kilometers (5 miles) east of Caliente and trend generally north
to enter Meadow Valley Wash from the southeast. This alternative
alignment would then cross U.S. 93 about 5 kilometers (3 miles)
southwest of Panaca and connect to Common Segment 1 about 1 kilometer
(0.6 mile) northwest of U.S. 93 and 18 kilometers (11 miles) south of
Pioche. The Eccles alternative alignment would be about 18 kilometers
(11 miles) long.
Garden Valley
DOE is considering four alternative alignments in the Garden Valley
area, referred to as Garden Valley 1, 2, 3, and 8. Garden Valley 1
would run due west through the Golden Gate Range for about 7 kilometers
(4 miles), trend in a southwesterly direction through Garden Valley,
cross the Lincoln and Nye County line, and connect to Common Segment 2
about 5 kilometers (3 miles) north of the Worthington Mountains
Wilderness Area, and 3 kilometers (2 miles) east of the Humboldt
Toiyabe National Forest. The Garden Valley 1 alternative alignment
would be approximately 35 kilometers (22 miles) long.
Garden Valley 2 would run to the south of Garden Valley 1 and
Garden Valley 3, crossing the Lincoln and Nye County line. Garden
Valley 2 would continue southwesterly through the Golden Gate Range at
Water Gap, turn westward through Garden Valley, and continue
southwesterly to connect to Common Segment 2 about 5 kilometers (3
miles) north of the Worthington Mountains Wilderness Area and 3
kilometers (2 miles) east of the Humboldt Toiyabe National Forest. The
Garden Valley 2 alternative alignment would be about 37 kilometers (23
miles) long.
Garden Valley 3 would run due west through the Golden Gate Range
and then in a northwesterly direction until turning southwest to run
along the southeast base of the Quinn Canyon Range. Continuing in a
southwesterly direction, it would run through Garden Valley, cross the
Lincoln and Nye County line, and connect to Common Segment 2 about 5
kilometers (3 miles) north of the Worthington Mountains Wilderness Area
and 3 kilometers (2 miles) east of the Humboldt Toiyabe National
Forest. The Garden Valley 3 alternative alignment would be
approximately 36 kilometers (22 miles) long.
Garden Valley 8 would run to the south of Garden Valley 1 and
Garden Valley 3, crossing the Lincoln and Nye County line. It would
continue southwesterly through the Golden Gate Range at Water Gap,
would turn westward through Garden Valley, and run in a southwesterly
direction before turning sharply westward. Garden Valley 8 would
proceed westward and connect to Common Segment 2 about 5 kilometers (3
miles) north of the Worthington Mountains Wilderness Area and 3
kilometers (2 miles) east of the Humboldt Toiyabe National Forest. The
Garden Valley 8 alternative alignment would be about 38 kilometers (23
miles) long, 8 kilometers (5 miles) of which parallels Garden Valley
Road.
South Reveille
South Reveille 2 and South Reveille 3 alternative alignments would
begin 5 kilometers (3 miles) south of the South Reveille Wilderness
Study Area. South Reveille 2 would trend to the northwest along the
border of the South Reveille Wilderness Study Area. South Reveille 3
would trend northwest a few kilometers to the west and roughly parallel
to South Reveille 2. South Reveille 2 or South Reveille 3 would connect
to Common Segment 3 in Reveille Valley about 14 kilometers (9 miles)
west of State Route 375. South Reveille 2 would be approximately 19
kilometers (12 miles) long and South Reveille 3 would be approximately
20 kilometers (12 miles) long.
Goldfield
DOE is considering three alternative alignments in the Goldfield
area, referred to as Goldfield 1, 3, and 4. Goldfield 1 would extend
south into the Goldfield Hills area, passing east of Black Butte. It
would turn east near Espina Hill and head south to the east of Blackcap
Mountain. It would wind around a series of hills and valleys to
[[Page 60488]]
maintain an acceptable grade. Goldfield 1 would run for approximately
11 kilometers (7 miles) along an abandoned rail line before joining
Common Segment 4 about 1 kilometer (0.6 mile) northeast of Ralston. In
total, the Goldfield 1 alternative alignment would be 47 kilometers (29
miles) long.
Goldfield 3 would extend south and farther to the east than the
other Goldfield alternative alignments. Like Goldfield 1, Goldfield 3
would wind around a series of hills and valleys to maintain an
acceptable grade. Also like Goldfield 1, Goldfield 3 would run for
approximately 11 kilometers (7 miles) along an abandoned rail line
before joining common Segment 4 about 1 kilometer (0.6 mile) northeast
of Ralston. In total, the Goldfield 3 alternative alignment would be
about 50 kilometers (31 miles) long.
The western Goldfield alternative alignment, Goldfield 4, would
depart from Common Segment 3 to the north of Black Butte and trend
southwest. It would then cross U.S. 95 and turn south toward Goldfield.
After passing through the southwestern edge of Goldfield and crossing
U.S. 95 again, Goldfield 4 would turn south to connect with Common
Segment 4. Goldfield 4 would be about 53 kilometers (33 miles) long.
Bonnie Claire
DOE is considering two alternative alignments, Bonnie Claire 2 and
3. Bonnie Claire 2 would depart Common Segment 4 about 8 kilometers (5
miles) north of Stonewall Pass and would trend east toward the Nevada
Test and Training Range for about 5 kilometers (3 miles) before turning
south for an additional 17 kilometers (11 miles). Bonnie Claire 2
generally would follow the Nevada Test and Training Range boundary and
would join Common Segment 5 in Sarcobatus Flats to the north of Scottys
Junction near the intersection of State Route 267 and U.S. 95. Bonnie
Claire 2 would be approximately 20 kilometers long.
Bonnie Claire 3 would depart Common Segment 4 about 8 kilometers (5
miles) north of Stonewall Pass. Bonnie Claire 3 would trend generally
south, paralleling U.S. 95 to the east. After approximately 10
kilometers (6 miles), Bonnie Claire 3 would turn southeast and continue
for an additional 10 kilometers (6 miles) through Sarcobatus Flats. It
would then join Common Segment 5 approximately 4 kilometers (2 miles)
north of Scottys Junction near the intersection of State Route 267 and
U.S. 95. Bonnie Claire 3 would be approximately 20 kilometers (12
miles) long.
Oasis Valley
DOE is considering two alternative alignments, referred to as Oasis
Valley 1 and Oasis Valley 3. Oasis Valley 1 would depart Common Segment
5 about 3 kilometers (2 miles) north of Oasis Mountain and would run
southeast and connect to Common Segment 6. Oasis Valley 1 would be
approximately 10 kilometers (6 miles) long.
Oasis Valley 3 would also depart Common Segment 5 about 3
kilometers (2 miles) north of Oasis Mountain and would run generally
east and then south before crossing Oasis Valley farther to the east
than Oasis Valley 1, and then connecting to Common Segment 6. Oasis
Valley 3 would be 14 kilometers (9 miles) long.
Mina Alternative Alignments
Following receipt of the letter regarding the Walker River Paiute
Tribal Council decision (May, 2006), the Department initiated a study
to consider the feasibility of the Mina route, and to identify a
specific corridor (Mina corridor) and associated preliminary
alternative alignments. The process used to identify the preliminary
alternative alignments within the Mina corridor is consistent with that
described under Caliente Alternative Alignments. Alternative alignments
were identified near the Town of Schurz, around the Montezuma Range,
north of Scottys Junction (referred to as Bonnie Claire), and in Oasis
Valley. These are described below.
Town of Schurz
DOE has identified three alternative alignments that would bypass
the Town of Schurz, Nevada. Schurz Bypass 1 would depart from the
existing rail line about 30 kilometers (18 miles) northwest of the Town
of Schurz passing along the eastern side of the valley (Sunshine Flat).
From there, the alignment passes east of Weber Reservoir and crosses
U.S. 95 about 8 kilometers (5 miles) north of the intersection of U.S.
95 and Alternate U.S. 95. Schurz Bypass 1 then trends southeast
remaining on the far side of the valley to where it rejoins the
existing rail line about 13 kilometers (8 miles) south of Schurz.
Schurz Bypass 1 would be 51 kilometers (32 miles) long.
Schurz Bypass 2 also would depart the existing line at the same
point of departure as Schurz Bypass 1 and would pass along the eastern
side of Sunshine Flat. From there, the alignment passes east of Weber
Reservoir and crosses U.S. 95 about 7 kilometers (4 miles) north of the
intersection of U.S. 95 and Alternate U.S. 95. From there, the
alignment trends to the southeast but staying to the east of Schurz and
west of Schurz Bypass 1 until it rejoins the existing rail line about
13 kilometers (8 miles) south of Schurz. Schurz Bypass 2 would be 50
kilometers (31 miles) long.
Schurz Bypass 3 would depart the existing rail line about 9
kilometers (6 miles) northwest of the Town of Schurz where it would
cross the Walker River. The alignment then crosses U.S. 95 about 8
kilometers (5 miles) north of the intersection of U.S. 95 and Alternate
U.S. 95 at which point it continues southeasterly to a point where it
rejoins the existing rail line about 13 kilometers (8 miles) south of
Schurz, on the east side of the valley.
Montezuma Range
DOE identified two alternative alignments that depart near Blair
Junction at the intersection of U.S. 95 and U.S. 6 to avoid the
Montezuma Range; they rejoin at a point just east of Lida Junction. The
first alignment, Montezuma Range 1, would depart Blair Junction
paralleling State Route 265 to the Town of Silver Peak where it would
proceed north to follow the western side of Clayton Ridge. The
alignment would then turn south approximately 16 kilometers (10 miles)
before Railroad Pass at which point it would turn east between the
southern end of the Goldfield Hills and the Cuprite Hills. The
alignment would then cross U.S. 95 about 7 kilometers (5 miles) north
of Lida Junction and, paralleling U.S. 95, then head south to a point
just east of Lida Junction. Montezuma Range 1 would be about 134
kilometers (83 miles) long.
Montezuma Range 2, after departing from the intersection of U.S. 95
and U.S. 6, would follow the abandoned Tonopah and Goldfield rail
roadbed east to the north of Lone Mountain, at which point the
alignment would head south following the abandoned roadbed. The
alignment would traverse Montezuma Valley south to Klondike and would
then parallel U.S. 95 as it approaches the Town of Goldfield. Montezuma
Range 2 would stay west of Goldfield and then trend southeasterly to a
point just east of Lida Junction where it would reconnect with
Montezuma Range 1. Montezuma Range 2 would be about 135 kilometers (84
miles) long.
Bonnie Claire and Oasis Valley
The Bonnie Claire and Oasis Valley alternative alignments are as
described above under Caliente Alternative Alignments.
[[Page 60489]]
No Action Alternative
The Council on Environmental Quality and Departmental regulations
that implement NEPA require consideration of the alternative of no
action. Under the No Action Alternative, DOE would not select a rail
alignment within the Caliente or Mina rail corridors for the
construction and operation of a rail line. As such, the No Action
Alternative provides a basis for comparison to the Proposed Action.
In the event that DOE were not to select a rail alignment in the
Caliente or Mina corridors, the future course that it would pursue is
uncertain. DOE recognizes that other possibilities could be pursued,
including identifying and evaluating alignments in other corridors
considered in the Yucca Mountain Final EIS.
Potential Environmental Issues and Resources To be Examined
The Council on Environmental Quality regulations direct Federal
agencies preparing an EIS to focus on significant environmental issues
(40 CFR 1502.1) and discuss impacts in proportion to their significance
(40 CFR 1502.2). Accordingly, the Supplemental Yucca Mountain Rail
Corridor and Rail Alignment EIS will analyze issues and impacts with
the amount of detail commensurate with their importance.
To facilitate the scoping process, DOE has identified a preliminary
list of issues and environmental resources that it may consider in the
Supplemental Yucca Mountain Rail Corridor and Rail Alignment EIS. The
list is not intended to be all-inclusive or to predetermine the scope
or alternatives of the Supplemental Yucca Mountain Rail Corridor and
Rail Alignment EIS, but should be used as a starting point from which
the public can help DOE define the scope of the EIS.
Potential impacts to the concept of multiple use as it
applies to public land use planning and management specified by the
Federal Land Policy and Management Act of 1976.
Potential impacts to land use and ownership.
Potential impacts to plants, animals and their habitats,
including impacts to wetlands, and threatened and endangered and other
sensitive species.
Potential impacts to cultural resources.
Potential impacts to American Indian resources.
Potential impacts to paleontological resources.
Potential impacts to the public from noise and vibration.
Potential impacts to the general public and workers from
radiological exposures during incident-free operations of the railroad.
Potential impacts to the general public and workers from
radiological exposures from potential accidents during operations of
the railroad.
Potential impacts to water resources and floodplains.
Potential impacts to aesthetic values.
Potential disproportionately high and adverse impacts to
low-income and minority populations (environmental justice).
Irretrievable and irreversible commitment of resources.
Compliance with applicable Federal, state and local
requirements.
The Department specifically invites comments on the following
relative to the Mina corridor and its alternative alignments:
1. Should additional alternative alignments be considered that
might minimize, avoid or mitigate adverse environmental impacts (for
example, looking beyond the 0.25 mile wide Mina corridor, avoiding
environmentally sensitive areas)?
2. Should any of the preliminary alternatives be eliminated from
detailed consideration?
3. Should additional environmental resources be considered?
4.What mitigation measures should be considered?
In addition, the Department is interested in identifying any
significant changes to, or new information relevant to, the rail
corridors analyzed in the Yucca Mountain Final EIS.
Schedule
The DOE intends to issue the Draft Supplemental Yucca Mountain Rail
Corridor and Rail Alignment EIS in 2007 at which time its availability
will be announced in the Federal Register and local media. A public
comment period will start upon publication of the Environmental
Protection Agency's Notice of Availability in the Federal Register. The
Department will consider and respond to comments received on the Draft
in preparing the Final Supplemental Yucca Mountain Rail Corridor and
Rail Alignment EIS.
Other Agency Involvement
Currently, the U.S. Bureau of Land Management, U.S. Air Force and
the U.S. Surface Transportation Board are cooperating agencies in the
preparation of the Supplemental Yucca Mountain Rail Corridor and Rail
Alignment EIS. The Department also expects to invite the following to
be cooperating agencies: Walker River Paiute Tribe, U.S. Bureau of
Indian Affairs, and the U.S. Army. The Tribe and these agencies have
management and regulatory authority over lands traversed by alternative
rail alignments within the Mina and Caliente rail corridors, or special
expertise germane to the construction and operation of a rail line. DOE
will consult with the U.S. Army Corps of Engineers, U.S. Fish and
Wildlife Service, U.S. Nuclear Regulatory Commission, Native American
Tribal organizations, the State of Nevada, and Nye, Lincoln, Esmeralda,
Mineral, Churchill and Lyon Counties regarding the environmental and
regulatory issues germane to the Proposed Action. DOE invites comments
on its identification of cooperating and consulting agencies and
organizations.
Public Scoping Meetings
DOE will hold public scoping meetings on the Supplemental Yucca
Mountain Rail Corridor and Rail Alignment EIS. The meetings will be
held at the following locations and times:
Amargosa Valley, Nevada. Longstreet Hotel Casino, Nevada
State Highway 373, November 1, 2006 from 4-7 p.m.\9\
---------------------------------------------------------------------------
\9\ DOE will hold a joint public scoping meeting on the
Supplemental Yucca Mountain EIS (DOE/EIS-0250F-S1) and Supplemental
Yucca Mountain Rail Corridor and Rail Alignment EIS (DOE/EIS-0250F-
S2 and DOE/EIS-0369) in Amargosa Valley, Longstreet Hotel Casino,
Nevada State Highway 373, November 1 from 4-7 pm. Additional public
scoping meetings on the Supplemental Yucca Mountain EIS will be held
in Washington, DC, L'Enfant Plaza Hotel, 480 L'Enfant Plaza, SW,
October 30 from 4-7 pm; and Las Vegas, Cashman Center, 850 North Las
Vegas Blvd., November 2 from 4-7 pm.
---------------------------------------------------------------------------
Caliente, Nevada. Caliente Youth Center, U.S. 93 North,
November 8, 2006 from 6-8 p.m.
Goldfield, Nevada. Goldfield School Gymnasium, Hall and
Euclid, November 13, 2006 from 4-7 p.m.
Hawthorne, Nevada. Hawthorne Convention Center, 932 E.
Street, November 14, 2006 from 4-7 p.m.
Fallon, Nevada. Fallon Convention Center, 100 Campus Way,
November 15, 2006 from 4-7 p.m.
The public scoping meetings will be an open meeting format without
a formal presentation by DOE. Members of the public are invited to
attend the meetings at their convenience any time during meeting hours
and submit their comments in writing at the meeting, or in person to a
court reporter who will be available throughout the meeting. This open
meeting format increases the opportunity for public comment and
provides for one-on-one discussions with DOE representatives involved
with
[[Page 60490]]
the Supplemental Yucca Mountain Rail Corridor and Rail Alignment EIS,
and transportation planning in general.
The public scoping meetings will be held during the public scoping
comment period. The comment period begins with publication of this
Amended Notice of Intent in the Federal Register and closes November
27, 2006. Comments received after this date will be considered to the
extent practicable. Written comments may be provided in writing,
facsimile, or by the Internet to Mr. Lee Bishop, EIS Document Manager
(see ADDRESSES above).
Public Reading Rooms
Documents referenced in this Amended Notice of Intent and related
information are available at the following locations: Beatty Yucca
Mountain Information Center, 100 North E. Avenue, Beatty, NV 89003,
(775) 553-2130; Esmeralda County Yucca Mountain Oversight Office, 274
E. Crook Avenue, Goldfield, NV 89013, (775) 485-3419; Las Vegas Yucca
Mountain Information Center, 4101-B Meadows Lane, Las Vegas, NV 89107,
(702) 295-1312; Lincoln County Nuclear Waste Project Office, 100 Depot
Avenue, Caliente, NV 89008, (775) 726-3511; Nye County Department of
Natural Resources and Federal Facilities, 1210 E. Basin Road, Suite
6, Pahrump, NV 89060 (775) 727-7727; Pahrump Yucca Mountain
Information Center, 2341 Postal Drive, Pahrump, NV 89048, (775) 571-
5817; University of Nevada, Reno, The University of Nevada Libraries,
Business and Government Information Center, M/S 322, 1664 N. Virginia
Street, Reno, NV 89557, (775) 784-6500, Ext. 309; and the U.S.
Department of Energy Headquarters Office Public Reading Room, 1000
Independence Avenue SW., Room 1E-190 (ME-74) FORS, Washington, DC
20585, 202-586-3142.
Issued in Washington, DC, October 10, 2006.
David R. Hill,
General Counsel.
[FR Doc. 06-8675 Filed 10-10-06; 4:15 pm]
BILLING CODE 6450-01-P