[Federal Register Volume 68, Number 220 (Friday, November 14, 2003)]
[Notices]
[Pages 64675-64677]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-28481]


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DEPARTMENT OF TRANSPORTATION

Federal Transit Administration


Environmental Impact Statement for Improved Transit Access Across 
the Hudson River to New York City, Referred to as Access to the 
Region's Core

AGENCY: Federal Transit Administration (FTA).

ACTION: Notice of Intent to prepare an Environmental Impact Statement.

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SUMMARY: The Federal Transit Administration (FTA) is issuing this 
notice to advise other agencies and the public that, in accordance with 
the National Environmental Policy Act and its implementing regulations, 
FTA and the New Jersey Transit Corporation (NJ TRANSIT), in partnership 
with the Port Authority of New York & New Jersey (PANYNJ), intend to 
prepare an Environmental Impact Statement (EIS) to evaluate 
alternatives that increase transit capacity across the Hudson River to 
meet the growing demand for travel between midtown Manhattan (23rd 
Street to 59th Street, Hudson River to East River) and west-of-Hudson 
points in New Jersey and New York. NJ TRANSIT is the local sponsoring 
agency for this EIS. Among the alternatives to be considered is the 
construction of a new trans-Hudson River rail tunnel and additional 
infrastructure improvements in New Jersey and proximate to Penn Station 
New York (PSNY) to improve train and commuter capacity. The tunnel 
alternative was recommended on the basis of a Major Investment Study 
(MIS) conducted from 1995 to 2003, which is available for review as 
described in ADDRESSES below. FTA, NJ TRANSIT, and PANYNJ seek public 
and interagency input on the scope of the EIS for the project, 
including the alternatives to be considered and the environmental and 
community impacts to be evaluated. The project is called Access to the 
Region's Core (ARC).

DATES: Scoping Comments Due Date: Written comments on the scope of the 
EIS should be sent to NJ TRANSIT by January 30, 2004. See ADDRESSES 
below.
    Scoping Meeting: Public scoping meetings to determine the 
appropriate scope of the EIS for ARC will be held on December 8, 2003 
in Newark and December 10, 2003 in New York City at the locations given 
in ADDRESSES below. Registration to speak will begin at 11 am for the 
mid-day session and at 5 pm for the evening session and will remain 
open for both sessions until all who wish to speak have been heard. The 
buildings are accessible to people with disabilities. A sign language 
interpreter will be available for the hearing impaired. People with 
other special needs should call the study toll-free information line at 
1-877-ARC-0999. Oral and written comments may be given at the scoping 
meetings; a stenographer will record oral comments. At the meetings, 
project staff will be available for informal discussion and questions 
on project-related issues. Scoping information is available on the 
project Web site at http://www.accesstotheregionscore.com and will be 
available at the scoping meetings. Scoping material may also be 
obtained by contacting David Widawsky, Project Manager, at the NJ 
TRANSIT address given in ADDRESSES below or by calling toll-free 1-877-
ARC-0999 or by e-mailing [email protected].

ADDRESSES: Written comments on the project scope should be forwarded to 
David Widawsky, Project Manager, NJ TRANSIT, One Penn Plaza East, 4th 
Floor, Newark, NJ 07105-2246 or via e-mail to 
[email protected]. The scoping meetings will be held at 
the following locations: The Gateway Hilton, Newark Gateway Center @ 
Raymond Boulevard, Newark, New Jersey 07102 on December 8, 2003 from 11 
am to 2 pm and from 5 pm to 8 pm and at the Hotel Pennsylvania, 401 
Seventh Avenue, New York, New York 10001 on December 10, 2003 from 11 
am to 2 pm and from 5 pm to 8 pm. If you wish to be placed on the 
mailing list to receive further information as the EIS study develops, 
call the toll-free information line at 1-877-ARC-0999 or send an e-mail 
request to [email protected]. The Major Investment Study 
(MIS) Summary Report can be downloaded from the project Web site at 
http://www.accesstotheregionscore.com or a hard copy can be obtained by 
contacting the Project Manager, as indicated above. Updated information 
on ARC will also be posted on the project Web site given above.

FOR FURTHER INFORMATION CONTACT: Mr. James A. Goveia, Community 
Planner, Federal Transit Administration, Region II, One Bowling Green, 
Room 429, New York, New York, 10004-1415; telephone: (212) 668-2170.

SUPPLEMENTARY INFORMATION:

I. Scoping

    The FTA, NJ TRANSIT, and the PANYNJ invite all interested 
individuals and organizations, and federal, state, and local agencies 
to comment on the scope of the EIS. During the scoping process, 
comments should focus on identifying specific social, economic, or 
environmental issues to be evaluated, or on proposing alternatives that 
may be less costly, more cost effective or have fewer environmental 
impacts while achieving similar transportation objectives. At this 
time, comments should not focus on a preference for a particular 
alternative.
    Following the public scoping process, public outreach activities 
will include

[[Page 64676]]

meetings with a Regional Citizens' Liaison Committee (RCLC) established 
for the study, as well as meetings with interested parties or small 
groups. Those wishing to participate in the RCLC may do so by 
registering on the Web site at http://www.accesstotheregionscore.com or 
by calling toll free 1-877-ARC-0999 or by e-mailing 
[email protected]. As part of the public participation 
process, the study Web site, http://www.accesstotheregionscore.com, 
will be periodically updated to reflect the project's current status. 
In addition, newsletters will be circulated to a broad constituency to 
ensure people are informed about the project. Additional opportunities 
for public participation will be announced through mailings, notices, 
advertisements, and press releases.

II. Description of Study Area and Transportation Needs

    The primary project study area is defined as the travel corridor 
from Newark Liberty International Airport Station, through PSNY, to 
Sunnyside Yard in Queens. The market area for the proposed ARC transit 
service is a much larger area that encompasses all of the individual 
market areas of the existing and planned passenger rail lines that 
serve PSNY from west of the Hudson River.
    The goal of the ARC EIS is to examine alternatives that provide new 
transit capacity to meet the growing demand for travel between midtown 
Manhattan and west-of-Hudson points in New Jersey and New York. The 
rail and highway networks, as well as commuter bus services and 
facilities, in this corridor are at or near capacity. As shown in the 
MIS increased trans-Hudson transit capacity would help to meet the 
growing demand on existing lines and additional demand that would be 
created by other ongoing capital improvements such as the opening of 
the Secaucus Junction station and the recent inauguration of Midtown 
Direct service via the Montclair Connection. It is anticipated that 
these improvements will open new markets, attracting additional riders 
on trains between west-of-Hudson markets and PSNY, adding pressures to 
capacity and service reliability. The ARC MIS conducted from 1995 to 
2003 indicated that a new rail tunnel is needed because: (1) Trans-
Hudson rail lines are already at or near capacity; (2) commuter rail 
can best provide the high transit capacity and geographic coverage that 
is needed; (3) train capacity constraints exist at PSNY; and (4) long-
term growth trends in population, employment, and regional development 
are expected to continue.

III. Alternatives

    The alternatives proposed for evaluation in the EIS include:
    1. The No Action Alternative, which includes the current 
transportation network and the other projects in the long-range 
transportation plans of the both metropolitan planning organizations 
(North Jersey Transportation Planning Authority and New York 
Metropolitan Transportation Council) that will be completed by the 
design year of the ARC project.
    Two long-term build alternatives (Alternatives P and S) to be 
developed by 2015:
    2. Long-Term Build Alternative P (Penn Station), which includes a 
new two track rail line from Secaucus Junction and a new tunnel from a 
portal near Tonnelle Avenue in Union City, adjacent to the existing 
North River tunnel, continuing under the Palisades and the Hudson River 
to Penn Station New York. Alternative P also includes increased station 
capacity at Penn Station New York. Alternative P would significantly 
increase the transit capacity to midtown Manhattan for west-of-Hudson 
commuters and would also achieve the additional goals of meeting the 
growing demand generated by commuters on existing transit lines and 
highways, providing capacity for expansion of transit service into new 
markets, improving service reliability and reducing travel times for 
existing riders, and providing improved access to planned activity 
centers on Manhattan's far West Side. As initially proposed, key 
features of this alternative, from west to east include: (a) A track 
connection at Secaucus Junction permitting direct service from the 
Main/Bergen, Pascack Valley, and Port Jervis lines via the Northeast 
Corridor to PSNY; (b) a storage yard in Secaucus, New Jersey for the 
additional NJ TRANSIT trains operating in the new tunnel; (c) a fifth 
track at the Secaucus Junction to accommodate the additional trains 
from the Main/Bergen, Pascack Valley, and Port Jervis lines; (d) two 
additional tracks on the Northeast Corridor High Line east of the 
Secaucus Junction to accommodate additional trains operating in a new 
tunnel; (e) a new two track tunnel under the Palisades and Hudson 
River; (f) a new lower level 8-track, 4-platform station directly 
beneath the existing tracks of PSNY; (g) new passenger circulation 
corridors, designed to link the new tracks and platforms with the 
street and with existing passenger concourses; and (h) A short length 
of tunnel designed for future use and concealed behind a breakout wall. 
This feature would facilitate a future extension of service north to 
the vicinity of Grand Central Terminal or east to Sunnyside Yard in 
Queens with minimal disruption to existing train operations.
    3. Long-Term Build Alternative S (Sunnyside Yard) is identical to 
Alternative P (Penn Station) west of the Hudson River. Alternative S 
includes a new two track rail line from Secaucus Junction and a new 
tunnel from a portal near Tonnelle Avenue in Union City, adjacent to 
the existing North River tunnel, continuing under the Palisades and the 
Hudson River to Penn Station New York. Alternative S also includes 
increased station capacity at Penn Station New York. Alternative S 
would significantly increase the transit capacity to midtown Manhattan 
for west-of-Hudson commuters and would also achieve the additional 
goals of meeting the growing demand generated by commuters on existing 
transit lines and highways, providing capacity for expansion of transit 
service into new markets, improving service reliability and reducing 
travel times for existing riders, and providing improved access to 
planned activity centers on Manhattan's far West Side. As initially 
proposed, key features of Alternative S from west to east are: (a) A 
track connection at Secaucus Junction permitting direct service from 
the Main/Bergen, Pascack Valley, and Port Jervis lines via the 
Northeast Corridor to PSNY; (b) a fifth track at the Secaucus Junction 
to accommodate the additional trains from the Main/Bergen, Pascack 
Valley, and Port Jervis lines; (c) two additional tracks on the 
Northeast Corridor High Line east of the Secaucus Junction to 
accommodate additional trains operating in a new tunnel; (d) 
reconfiguration of Tracks 1-5 and extension of Platforms 1 and 2 in 
Penn Station New York; (e) a second new two track tunnel breaking out 
of Tracks 1-5 at the east end of Penn Station New York, continuing 
under 31st Street in Manhattan and under the East River to Sunnyside 
Yard in Queens; (f) a short length of tunnel designed for future use 
and concealed behind a breakout wall. This feature would facilitate a 
future extension of service north to the vicinity of Grand Central 
Terminal with minimal disruption to existing train operations. 
Alternative S differs from Alternative P by providing an additional new 
tunnel under 31st Street in Manhattan, continuing under the East River 
that will enable additional NJ TRANSIT and possibly Amtrak trains to 
access the storage yards at Sunnyside in Queens.

[[Page 64677]]

    4. Near-Term Improvement Alternatives: In addition, NJ TRANSIT has 
developed near-term improvements that could be developed incrementally 
in phases to expand trans-Hudson and PSNY capacity by 2010. During this 
near-term period, the effects of many new services such as the NJ 
TRANSIT Montclair Connection, the NJ TRANSIT Secaucus Junction, Amtrak 
High Speed Acela service, and expanded Long Island Rail Road (LIRR) 
service with dual-power locomotives and bi-level coaches will mature, 
and PSNY will not have the room to accommodate the resulting train and 
passenger demand. The proposed near-term improvements provide capacity 
enhancements at PSNY to meet these demands. The near-term improvements 
include: (a) A linear yard east of PSNY Tracks 1-5 under 31st Street to 
store up to six trains, which could be the first incremental phase of 
through tracks to Sunnyside Yard as in Alternative S; (b) an easterly 
extension of PSNY Platforms 1 and 2 to permit the operation of longer 
NJ TRANSIT trains; and (c) a new 12th Avenue Yard west of 10th Avenue 
between 30th and 31st Streets to store up to an additional 12 trains. 
The Near-Term Improvement Alternatives may be implemented as stand-
alone projects, or as an initial phase of the build alternatives.
    Any additional reasonable alternatives that emerge from the scoping 
process will be considered.

IV. Probable Effects

    The FTA, NJ TRANSIT, and PANYNJ will evaluate both project-specific 
and cumulative changes to the social, economic, and physical 
environment, including land acquisition and displacements; land use, 
zoning and economic development; parklands; community disruption; 
aesthetics; historic and archeological resources; traffic and parking; 
air quality; noise and vibration; water quality; wetlands; ecologically 
sensitive areas; endangered species; energy requirements and potential 
for conservation; hazardous waste; environmental justice; and safety 
and security. Through the MIS process, the following environmental 
sensitivities have already been identified for consideration during the 
EIS.
    In New Jersey these environmental sensitivities include: (a) 
Habitat and wetlands encroachment in the New Jersey Meadowlands; (b) 
hazardous materials disturbance and disposal associated with facilities 
such as the Malanka Landfill; (c) surface waters and floodplains, along 
with coastal wildlife habitats; (d) historic architectural (above-
ground) and archaeological (below-ground) resources; (e) electrical 
power transmission facilities; and (f) air quality and noise/vibration 
due to rail operations and park-ride facilities traffic.
    In New York these environmental sensitivities include: (a) 
Hazardous materials disturbance and disposal; (b) air quality and 
noise/vibration associated with construction; (c) vehicular and 
pedestrian flow during construction; (d) utilities and their possible 
relocation during construction; (e) underground fuel tanks below 
buildings; (e) landmarks and historic buildings/structures; and (f) 
parks and recreation areas.
    In the Hudson River and East River these environmental 
sensitivities include: (a) Regulations and associated permits from 
Federal and State jurisdictional agencies; (b) disturbance and disposal 
of hazardous materials; (c) marine and benthic (bottom-dwelling) 
habitat and wildlife disturbance related to alternative construction 
techniques.
    Key areas of environmental concern would be in the areas of new 
construction (e.g., new structures, new stations, new track). The 
impacts will be evaluated both for the construction period and for the 
long-term period of operation of each alternative. Measures to mitigate 
adverse impacts will be explored.

V. FTA Procedures

    The EIS is being prepared in accordance with the National 
Environmental Policy Act of 1969 (NEPA), as amended, and implemented by 
the Council on Environmental Quality (CEQ) regulations (40 CFR parts 
1500-1508), the FTA/Federal Highway Administration's Environmental 
Impact and Related Procedures (23 CFR part 771). This study will also 
address the requirements of the National Historic Preservation Act of 
1966, as amended, Section 4(f) of the 1966 U.S. Department of 
Transportation Act, the Clean Air Act, as amended, Section 6(f) the 
Clean Water Act, the Executive Orders on Environmental Justice, 
Floodplain Management, and Protection of Wetlands, and other applicable 
environmental laws, regulations, and executive orders.
    The MIS that resulted in the recommendation to build a new Hudson 
River rail tunnel and related infrastructure on both sides of the 
Hudson River was issued in 2003. FTA intends to incorporate the MIS by 
reference into the EIS, as well as various supplemental studies 
conducted subsequent to the MIS, including an initial evaluation of the 
potential social, economic, and environmental impacts of the MIS 
alternatives.
    Upon completion, the Draft EIS will be available for public and 
agency review and comment. Public hearings on the Draft EIS will be 
held within the study area. On the basis of the Draft EIS and the 
public and agency comments received, a locally preferred alternative 
will be selected for further analysis and refinement in the Final EIS.

    Issued on: November 7, 2003.
Letitia Thompson,
Regional Administrator.
[FR Doc. 03-28481 Filed 11-13-03; 8:45 am]
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