[Federal Register Volume 69, Number 68 (Thursday, April 8, 2004)]
[Notices]
[Pages 18565-18569]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-7950]


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DEPARTMENT OF ENERGY


Notice of Intent to Prepare an Environmental Impact Statement for 
the Alignment, Construction, and Operation of a Rail Line to a Geologic 
Repository at Yucca Mountain, Nye County, NV

AGENCY: U.S. Department of Energy.

ACTION: Notice of intent.

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SUMMARY: The U.S. Department of Energy (DOE or the Department) 
announces its intent to prepare an environmental impact statement (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, Lincoln County, Nevada, to a geologic repository at 
Yucca Mountain, Nye County, Nevada. On April 2, 2004, the Department 
signed a Record of Decision announcing its selection, both nationally 
and in the State of Nevada, of the mostly rail scenario analyzed 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, February 2002) 
(Repository 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, in the 
event that the Nuclear Regulatory Commission authorizes construction of 
the repository and receipt and possession of these materials at Yucca 
Mountain. To that end, the Department also decided to select the 
Caliente rail corridor \1\ in which to examine possible alignments for 
construction of a rail line that would connect the repository at Yucca 
Mountain to an existing main rail line in Nevada. DOE is now announcing 
its intent to prepare this Rail Alignment EIS to assist in selecting 
this alignment. The EIS also would consider the potential construction 
and operation of a rail-to-truck intermodal transfer facility, proposed 
to be located at the confluence of an existing mainline railroad and a 
highway, to support legal-weight truck transportation until the rail 
system is fully operational.
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    \1\ A corridor is a strip of land 0.25 miles (400 meters) wide 
that encompasses one of several possible routes through which DOE 
could build a rail line. An alignment is the specific location of a 
rail line in a corridor.

DATES: The Department invites and encourages comments on the scope of 
the EIS (hereafter referred to as the 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 the 
publication of this Notice of Intent and ends May 24, 2004. Comments 
received after the close of the public scoping period will be 
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considered to the extent practicable.

ADDRESSES: Written comments on the scope of this Rail Alignment EIS, 
questions concerning the proposed action and alternatives, requests for 
maps that illustrate the Caliente corridor and alternatives, or 
requests for additional information on the Rail Alignment EIS or 
transportation planning in general should be directed to: Ms. Robin 
Sweeney, EIS Document Manager, Office of National Transportation, 
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, or via the Internet at http://www.ocrwm.doe.gov under 
``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 (EH-42), 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 2, 2004) to announce its selection, 
both nationally and in the State of Nevada, of the mostly rail scenario 
analyzed in the Repository Final EIS as the mode of transportation of 
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 (MTHM) 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 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 in the event that 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 to study possible alignments for this rail line.
    In the Repository Final EIS, DOE defined a rail corridor as a 0.25 
miles (400-meter) wide strip of land that encompasses one of several 
possible alignments or specific locations within which DOE could build 
a rail line. The Caliente rail corridor was described as originating at 
an existing siding to the mainline railroad near Caliente, Nevada, and 
extending 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.
    In the Repository Final EIS, DOE also identified eight variations 
along the Caliente corridor that may minimize or avoid environmental 
impacts and/or mitigate construction complexities. Variations were 
defined as a strip of land 0.25 miles (400-meters) wide that describes 
a different route, from one point along the corridor to another point 
on the corridor. Thus, the Caliente corridor ranges between 318 miles 
(512 kilometers) and 344 miles (553 kilometers) in length, depending on 
the variations considered. In the Repository Final EIS, DOE did not 
identify variations for about 55 percent of the length of the corridor 
(hereafter these areas are referred to as ``common segments'').
    DOE proposes to consider the common segments and the eight 
variations as preliminary alternatives to be evaluated in the Rail 
Alignment EIS. These alternatives are described in the Preliminary 
Alternatives section. In addition, DOE will consider other potential 
variations outside of the 0.25

[[Page 18566]]

mile wide corridor that might minimize, avoid or mitigate adverse 
environmental impacts.
    For purposes of analysis in the Rail Alignment EIS, a rail line 
alignment is defined as a strip of land 100 feet (30 meters) on either 
side of the centerline of the track within the Caliente corridor, 
passing through the common segments and variations. DOE will define 
regions of influence for each environmental resource (for example, 
biological or cultural resources) that will extend beyond the 
dimensions of the alignment and allow DOE to estimate environmental 
impacts over the geographic area in which the impact is likely to be 
realized. Within these regions of influence, DOE will estimate 
environmental impacts of the common segments and alternatives, both 
separately and in aggregate. In this way, the analyses of the Rail 
Alignment EIS will offer DOE flexibility to minimize, avoid or 
otherwise mitigate potential environmental impacts of the final 
alignment chosen for construction.

Proposed Action

    In the Rail Alignment EIS, the Proposed Action is to determine a 
rail alignment, and to construct and operate a rail line for shipments 
of spent nuclear fuel, high-level radioactive waste, and other 
materials \2\ from a site near Caliente, Lincoln County, Nevada to a 
geologic repository at Yucca Mountain, Nye County, Nevada. Under the 
Proposed Action, the Caliente rail line would be designed and built 
consistent with Federal Railroad Administration safety standards. 
Construction would take between three and four years.
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    \2\ Other materials refer to materials related to the 
construction (e.g., reinforcing steel, cement) and operation (e.g., 
waste packages, fuel oil) of the repository.
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    Construction activities would include the development of 
construction support areas; construction of access roads to the rail 
line construction initiation points \3\ and to major structures to be 
built, such as bridges and culverts; and movement of materials and 
equipment to the construction initiation points. The number and 
location of construction initiation points would be based on such 
variables as the length of the rail line, the construction schedule, 
the number of contractors used for construction, the number of 
structures to be built, the supply of materials, and the locations of 
existing access roads adjacent to the rail line.
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    \3\ DOE anticipates that construction of the rail line may occur 
at several locations simultaneously along the alignment.
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    The construction of the rail line would require the clearing and 
excavation of previously undisturbed lands, and the establishment of 
borrow and spoils \4\ areas. To establish a stable base for the rail 
track, construction crews would excavate some areas and fill (add more 
soil to) others, as determined by terrain features. To the extent 
possible, material excavated from one area would be used in areas that 
required fill material. However, if the distance to an area requiring 
fill material were excessive, the excavated material would be disposed 
of in spoils areas, and a borrow area would be established adjacent to 
the area requiring fill material. Access roads to spoils and borrow 
areas would be built during the track base construction work.
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    \4\ Borrow areas are areas outside of the rail alignment where 
construction personnel could obtain earthen materials such as 
aggregate for construction of the rail line. Spoil areas are areas 
outside of the alignment for the deposition of excess earthern 
materials excavated during construction of the rail line.
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    Under the Proposed Action, DOE would construct a secure railyard 
and facilities at the operational interface with the mainline railroad 
near Caliente, Nevada. The facilities would include sidings connected 
to the mainline, and buildings and associated equipment for track and 
equipment maintenance, locomotive refueling, and train crew quarters.
    DOE also will consider the potential construction and operation of 
a rail-to-truck intermodal transfer facility to support limited legal-
weight truck transportation until the rail system is fully operational. 
This intermodal transfer facility could be constructed at the 
confluence of an existing mainline railroad and a highway.
    Typical construction equipment (front-end loaders, power shovels, 
and other diesel-powered support equipment) would be used for clearing 
and excavation work. Trucks would spray water along graded areas for 
dust control and soil compaction. The fill material used along the rail 
line to establish a stable base for the track would be compacted to 
meet design requirements. Water could be shipped from other locations 
or obtained from wells drilled along the rail line.
    Railroad track construction would consist of the placement of 
railbed material (sub-ballast), ballast (support and stabilizing 
materials for the rail ties), ties and rail over the completed railbed 
base. Other activities would include: installation of at-grade 
crossings, fencing as needed, train monitoring and signals and 
communication equipment, and final grading of slopes, rock-fall 
protection devices, and restoration of disturbed areas.
    Operation of the Caliente rail line would be consistent with 
Federal Railroad Administration standards for maintenance, operations, 
and safety. A typical spent nuclear fuel and high-level radioactive 
waste train would consist of two diesel-electric locomotives; three or 
more rail cars containing spent nuclear fuel or high-level radioactive 
waste; buffer cars; and an escort car. A typical train carrying 
construction materials would not have buffer cars or an escort car.
    At the Yucca Mountain repository, rail cars containing casks of 
spent nuclear fuel and high-level radioactive waste would move through 
a security check into the radiologically controlled area. The casks 
would be inspected and protective barriers removed, in preparation for 
waste handling at the repository. Rail cars carrying construction 
materials would be offloaded and the materials stockpiled on site.

Preliminary Alternatives

    As required by the Council on Environmental Quality and Department 
regulations that implement NEPA, the 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 alternatives for the 
alignment comprise a series of common segments and alternatives (maps 
may be obtained as described above in ADDRESSES). The Department is 
particularly interested in identifying and subsequently evaluating any 
additional reasonable alternatives that would reduce or avoid known or 
potential adverse environmental impacts, national security activities, 
features having aesthetic values, and land-use conflicts, or 
alternatives that should be eliminated from detailed consideration. 
This could include identifying alternatives that could avoid wilderness 
study areas or other land use conflicts. The preliminary alternatives 
include:

Interface With Mainline Railroad

    Three alternatives are available to connect to the existing 
mainline railroad, each of which would intersect the common segment of 
the rail alignment about 4 miles (6.5 kilometers) southwest of Panaca, 
Nevada, along U.S. 93 in the Meadow Valley area. The Caliente 
Alternative would begin at the town of Caliente, enter Meadow Valley at 
Indian Cove and extend north

[[Page 18567]]

through Meadow Valley to converge with the common segment. This 
alternative is about 10.5 miles (17 kilometers) in length.
    The Eccles Alternative would begin at the Eccles siding along 
Clover Creek about 5 miles (8 kilometers) east of Caliente, trend 
generally north entering Meadow Valley on the southeast, and would then 
trend northward to converge with the common segment. This alternative 
is about 11 miles (18 kilometers) in length.
    The Crestline Alternative would begin north of the Crestline siding 
in Sheep Spring Draw, extend west after crossing Lincoln County Road 
75, and pass north of the Cedar Range. It would then veer northwesterly 
just north of Miller Spring Wash and converge with the common segment 
just south of the Big Hogback. This alternative is about 23 miles (38 
kilometers) in length.

White River

    The two White River Alternatives would depart from the common 
segment about 1.5 miles (2.5 kilometers) west of its crossing of the 
White River immediately west of State Route 318. The northern White 
River Alternative (WR1) would follow the White River, curve around the 
northern end of the Seaman Range, and then turn southwest entering Coal 
Valley. This alternative is about 25 miles (40 kilometers) in length.
    The southern White River Alternative (WR2) would depart the same 
common segment but would extend westerly along the flanks of Timber 
Mountain, proceed through Timber Mountain Pass, and then enter Coal 
Valley. This alternative is about 18.5 miles (30 kilometers) in length.
    Once in Coal Valley, both alternatives would merge with the Garden 
Valley Alternatives. Several options are available to merge the White 
River Alternatives with the Garden Valley Alternatives.

Garden Valley

    The southern Garden Valley Alternative (GV2) would start about 2 
miles (3 kilometers) east of the water gap located along Seaman Wash 
Road, proceed westward through the Golden Gate Mountains, and turn 
southwesterly through Garden Valley to reconnect to a common segment 
about 2.5 miles (4 kilometers) northeast of the pass between the 
Worthington Mountains and the Quinn Canyon Range. This alternative is 
about 17 miles (27.5 kilometers) in length.
    The northern Garden Valley Alternative (GV1) would diverge from the 
same common segment as Alternative GV2, but would pass through the 
Golden Gate Mountains about 4 miles (6.5 kilometers) further north of 
the Alternative GV2 location. Alternative GV1 would then continue 
southwesterly through Garden Valley to reconnect with the common 
segment described for Alternative GV2. This alternative is about 19 
miles (31 kilometers) in length.

Mud Lake

    The Mud Lake Alternatives would depart a common segment located 
near the northwest corner of the Nevada Test and Training Range 
(previously known as Nellis Air Force Range) immediately north of Mud 
Lake. The western Mud Lake Alternative (ML1) would pass about 1.5 miles 
(2.5 kilometers) northwest of Mud Lake avoiding its western shoreline, 
and would extend southward to reconnect with a common segment. This 
alternative is about 3 miles (5 kilometers) in length.
    The eastern Mud Lake Alternative (ML2) also would skirt Mud Lake to 
avoid its western shoreline and would reconnect with the same common 
segment as the western Mud Lake Alternative. This alternative is about 
4 miles (6.5 kilometers) in length.

Goldfield

    There are two alternatives associated with Goldfield. The western 
Goldfield Alternative (GF1), from its connection to Alternative ML1, 
would extend southward into the Goldfield Hills area passing about 1 
mile (1.5 kilometers) east of Black Butte. This alternative would then 
turn east to pass about 1 mile (1.5 kilometers) northeast of Espina 
Hill and then would bear south to pass about 1 mile (1.5 kilometers) 
east of Blackcap Mountain. Alternative GF1 would then continue in a 
southerly direction following an abandoned rail line to reconnect to a 
common segment located about 2.5 miles (4 kilometers) north-northeast 
of Ralston, Nevada. This alternative is about 25 miles (41 kilometers) 
in length.
    From its connection with Alternative ML2, the eastern Goldfield 
Alternative (GF2) would extend south-southeast into the Nevada Test and 
Training Range, and then would emerge from the Range turning southwest 
to converge with the western Goldfield Alternative (GF1) as it enters 
Stonewall Flat. This alternative is about 22 miles (35.5 kilometers) in 
length.
    DOE is aware of concerns raised by the Department of Defense and 
the U.S. Air Force regarding the alternatives that intersect the Nevada 
Test and Training Range lands, and will consult with the Department of 
Defense and the U.S. Air Force during the Rail Alignment EIS process to 
ensure the transportation alignment selected does not compromise public 
safety, national security interests, or training and testing at the 
Nevada Test and Training Range.

Bonnie Claire

    Bonnie Claire comprises two alternatives that would depart a common 
segment located about 3.3 miles (5.5 kilometers) southeast of Lida 
Junction, Nevada. The western Bonnie Claire Alternative (BC1) would 
follow an abandoned rail line to cross U.S. 95 about 1 mile (1.5 
kilometers) south of Stonewall Pass, and would then trend southeast 
paralleling U.S. 95 on the west across Sarcobatus Flat. This 
alternative would then cross State Route 267 about 1.5 miles (2.5 
kilometers) southwest of Scotty's Junction, continuing southeasterly 
until crossing U.S. 95 again on the eastern edge of Sarcobatus Flat 
about 14 miles (22.5 kilometers) northwest of Springdale, Nevada. This 
alternative is about 22 miles (35.5 kilometers) in length.
    The eastern Bonnie Claire Alternative (BC2) would parallel the 
contours of Stonewall Mountain to the southeast and would then extend 
south, adjacent to the western edge of Pahute Mesa. This alternative 
would then parallel the northern side of U.S. 95 about 1 mile (1.5 
kilometers) until it converges with the western Bonnie Claire 
Alternative (BC1) on the eastern edge of Sarcobatus Flat. This 
alternative is about 25.5 miles (41 kilometers) in length.
    DOE is aware of concerns raised by the Department of Defense and 
the U.S. Air Force regarding the alternatives that intersect the Nevada 
Test and Training Range lands, and will consult with the Department of 
Defense and the U.S. Air Force during the Rail Alignment EIS process to 
ensure the transportation alignment selected does not compromise public 
safety, national security interests, or training and testing at the 
Nevada Test and Training Range.

Oasis Valley

    Oasis Valley includes two alternatives that would avoid naturally-
occurring springs. Both alternatives would depart a common segment 
about 2 miles (3 kilometers) east-northeast of Oasis Mountain. 
Alternative OV1 is about 3 miles (5 kilometers) in length. Alternative 
OV2, which is about 3.5 miles (5.5 kilometers) in length, would cross 
Oasis Valley further to the east of Alternative OV1, thereby increasing 
the distance to the springs.

Beatty Wash

    The Beatty Wash alternatives would depart from a common segment 
about 3

[[Page 18568]]

miles (5 kilometers) east-northeast of the hot springs north of Beatty 
and about 2 miles (3 kilometers) north-northeast of Beatty Wash. The 
eastern Beatty Wash Alternative (BW2) would extend east for about 5 
miles (8 kilometers), then turn southward crossing a pass about 1 mile 
(1.5 kilometers) east of the Silicon and Thompson Mines. Alternative 
BW2 would then turn south to converge with Alternative BW1 about 4 
miles (6.5 kilometers) east-northeast of Merklejoho Peak. This 
alternative is about 14 miles (22 kilometers) in length.
    The western Beatty Wash Alternative (BW1) would extend south from 
the common segment described for Alternative BW2, crossing Beatty Wash 
and proceeding to the west of the Silicon and Thompson Mines before 
reconnecting with a common segment. This alternative is about 8 miles 
(13 kilometers) in length.

No Action Alternative

    The No Action Alternative would evaluate the consequences of not 
constructing a rail line in Nevada for the transportation of spent 
nuclear fuel, high-level radioactive waste and other materials. Under 
the No Action Alternative, these materials would be shipped by legal-
weight and heavy-haul truck within the State of Nevada to a repository 
at Yucca Mountain. About 53,000 legal-weight truck and 300 heavy-haul 
truck shipments of spent nuclear fuel and high-level radioactive waste 
would be required.

Environmental Issues and Resources To Be Examined

    To facilitate the scoping process, DOE has identified a preliminary 
list of issues and environmental resources that it may consider in the 
Rail Alignment EIS. The list is not intended to be all-inclusive or to 
predetermine the scope or alternatives of the Rail Alignment EIS, but 
should be used as a starting point from which the public can help DOE 
define the scope of the EIS. DOE anticipates incorporating by reference 
the relevant analyses of the Repository Final EIS, supplemented as 
appropriate.
     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 and Native 
American 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 rail line in Nevada.
     Potential impacts to the general public and 
workers from radiological exposures from potential accidents during 
operations of the rail line in Nevada.
     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:
    1. Should additional alternatives be considered that might 
minimize, avoid or mitigate adverse environmental impacts (for example, 
looking beyond the 0.25 mile wide corridor, avoiding wilderness study 
areas, Native American Trust Lands, or encroachment on the Nevada Test 
and Training Range)?
    2. Should any of the preliminary alternatives be eliminated from 
detailed consideration?
    3. Should additional environmental resources be considered?
    4. Should DOE allow private entities to ship commercial commodities 
on its rail line?
    5. What mitigation measures should be considered?
    6. Are there national security issues that should be addressed?

Schedule

    The DOE intends to issue the Draft Rail Alignment EIS early in 2005 
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 Rail Alignment EIS in 
preparing the Final Rail Alignment EIS.

Other Agency Involvement

    The Department expects to invite the following agencies to be 
cooperating agencies in the preparation of the Rail Alignment EIS: U.S. 
Bureau of Land Management, the U.S. Air Force, and the U.S. Surface 
Transportation Board. These agencies were selected because they have 
management and regulatory authority over lands traversed by an 
alternative rail alignment within the Caliente rail corridor, or 
special expertise germane to the construction and operation of a rail 
line. DOE will consult with the U.S. Bureau of Indian Affairs, 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 and Esmeralda 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 Rail Alignment EIS. 
The meetings will be held at the following locations and times:
     Amargosa Valley, Nevada. Longstreet Inn and 
Casino, Highway 373, May 3, 2004 from 4-8 p.m.
     Goldfield, Nevada. Goldfield Community Center, 
301 Crook Street, May 4, 2004 from 4-8 p.m.
     Caliente, Nevada. Caliente Youth Center, U.S. 
Highway 93, Caliente, Nevada, May 5, 2004 from 4-8 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 the Rail Alignment EIS and Nevada transportation project.
    The public scoping meetings will be held during the public scoping 
comment period. The comment period begins with publication of this NOI 
in the Federal Register and closes May 24, 2004. Comments received 
after this date will be considered to the extent practicable. Written 
comments may be provided in writing, facsimile, or by email to Ms. 
Robin Sweeney, EIS Document Manager (see ADDRESSES above).

Public Reading Rooms

    Documents referenced in this Notice of Intent and related 
information are available at the following locations: Beatty Yucca 
Mountain Information Center, 100 North E. Avenue, Beatty, NV

[[Page 18569]]

89003, (775) 553-2130; Yucca Mountain Information Center, 105 S. Main 
Street, 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, 1141 S. Highway 160, Suite 3, Pahrump, NV 
89041, (775) 727-0896; 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, on April 2, 2004.
Beverly A. Cook,
Assistant Secretary, Environment, Safety and Health.
[FR Doc. 04-7950 Filed 4-7-04; 8:45 am]
BILLING CODE 6450-01-P