Tier 1 Environmental Impact Statement for the Oregon Portion of the Pacific Northwest Rail Corridor (Portland to Eugene), 49854-49856 [2012-20227]
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49854
Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Notices
AMENDMENTS TO PFC APPROVALS
Amendment
approved
date
Amendment No., City, State
10–08–C–01–SAV, Savannah, GA ..................................................
*02–02–C–01–GGG, Longview, TX .................................................
08–04–C–01–CHA, Chattanooga, TN .............................................
12–04–C–01–SBY, Salisbury, MD ...................................................
09–04–C–01–ACT, Waco, TX .........................................................
11–09–C–01–GEG, Spokane, WA ..................................................
09–09–C–01–EAT, Wenatchee, WA ...............................................
95–02–C–08–STL, Saint Louis, MO ................................................
97–03–U–05–STL, Saint Louis, MO ................................................
08–09–C–01–STL, Saint Louis, MO ................................................
*09–02–C–01–FLG, Flagstaff, AZ ...................................................
92–01–C–02–SMF, Sacramento, CA ..............................................
95–02–C–02–SMF, Sacramento, CA ..............................................
02–07–C–01–SMF, Sacramento, CA ..............................................
02–05–C–01–RNO, Reno, NV .........................................................
08–02–C–03–PIE, Clearwater, FL ...................................................
05/03/12
07/10/12
07/11/12
07/12/12
07/12/12
07/13/12
07/13/12
07/16/12
07/16/12
07/16/12
07/17/12
07/19/12
07/19/12
07/19/12
07/19/12
07/23/12
Original
approved net
PFC revenue
$4,066,265
699,232
2,413,001
937,983
790,163
10,215,000
105,268
67,032,109
NA
783,625,492
1,157,023
27,651,750
2,677,360
4,208,200
6,734,192
6,628,510
Amended
approved net
PFC revenue
$6,669,248
699,232
2,520,376
937,983
754,153
16,365,000
104,916
73,311,090
NA
755,733,688
1,208,991
20,010,436
1,390,230
2,041,219
6,940,843
10,528,075
Original
estimated
charge
exp. date
04/01/16
12/01/12
10/01/12
02/01/17
09/01/12
09/01/14
04/01/10
07/01/97
07/01/97
02/01/22
02/01/15
01/01/96
03/01/97
07/01/11
02/01/03
11/01/12
Amended
estimated
charge
exp. date
12/01/16
01/01/13
10/01/12
02/01/17
12/01/12
11/01/15
04/01/10
07/01/97
07/01/97
02/01/22
04/01/15
01/01/96
03/01/97
07/01/11
02/01/03
08/01/14
Notes: The amendments denoted by an asterisk (*) include a change to the PFC level charged from $3.00 per enplaned passenger to $4.50
per enplaned passenger. For Longview, TX and Flagstaff, AZ, this change is effective on September 1, 2012.
Issued in Washington, DC, on August 13,
2012.
Joe Hebert,
Manager, Financial Analysis and Passenger
Facility Charge Branch.
[FR Doc. 2012–20169 Filed 8–16–12; 8:45 am]
BILLING CODE 4910–13–M
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Tier 1 Environmental Impact Statement
for the Oregon Portion of the Pacific
Northwest Rail Corridor (Portland to
Eugene)
Federal Railroad
Administration (FRA), U.S. Department
of Transportation (DOT).
ACTION: Notice of Intent to Prepare an
Environmental Impact Statement.
AGENCY:
FRA is issuing this notice to
advise the public that FRA and the
Oregon Department of Transportation
(ODOT) will jointly prepare a Tier 1
Environmental Impact Statement (EIS)
in compliance with the National
Environmental Policy Act of 1969
(NEPA) to study potential infrastructure
investments along the Oregon portion of
the Pacific Northwest Rail Corridor
(PNWRC). The objective of the Tier 1
EIS is to evaluate a reasonable range of
alternatives and select a rail corridor as
well as making decisions regarding the
level of intercity passenger rail service
provided in the corridor, including
variations in train frequency, trip time,
and on-time performance. Alternatives
under consideration will include taking
no action (No-Build Alternative), as well
as multiple build alternatives between
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SUMMARY:
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Eugene-Springfield and the Columbia
River in Portland. The build alternatives
may include infrastructure
improvements to the existing rail
corridor, the development of a new rail
corridor, or a combination of both. FRA
is also issuing this notice to solicit
public and agency input in the
development of the scope of the EIS and
to advise the public that outreach
activities conducted by FRA and ODOT
will be considered in the preparation of
the EIS.
Written comments on the scope
of the Tier 1 EIS for the Oregon
Passenger Rail Project should be
provided to ODOT by October 31, 2012.
Public scoping meetings are scheduled
from September 6, 2012 through
September 19, 2012 at the times and
locations identified in the Addresses
section below.
DATES:
Written comments on the
scope of this study should be sent to
Michael Holthoff, Environmental Project
Manager, Major Projects Branch, Oregon
Department of Transportation, 3210 Del
Webb Avenue NE., Suite 110, Salem, OR
97301, or via email to
OregonPassengerRail@odot.state.or.us.
Comments may also be provided orally
or in writing at the public scoping
meetings scheduled at the following
locations:
• Salem at ODOT ‘‘T’’ Building, Gail
Achterman Conference Room, 355
Capitol Street NE., Salem, OR 97301 on
September 6, 2012 from 5 p.m. through
7 p.m.
• Oregon City at Clackamas
Community College—Gregory Forum
Room A, 19600 Molalla Avenue, Oregon
ADDRESSES:
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City, OR 97045 on September 11, 2012
from 5 p.m. through 7 p.m.
• Albany at Albany Public Library,
2450 14th Avenue SE., Albany, OR
97322 on September 12, 2012 from 5
p.m. through 7 p.m.
• Lake Oswego at Phoenix Inn, 14905
SW. Bangy Road, Lake Oswego, OR
97035 on September 13, 2012 from 5
p.m. through 7 p.m.
• Portland at Metro Council
Chambers, 600 NE. Grand Avenue,
Portland, OR 97232 on September 18,
2012 from 5 p.m. through 7 p.m.
• Eugene at Atrium Building Lobby,
99 W. 10th Avenue, Eugene, Oregon
97401 on September 19, 2012 from 5
p.m. through 7 p.m.
FOR FURTHER INFORMATION CONTACT: Jim
Cox, Assistant Manager, Major Projects
Branch, Oregon Department of
Transportation, 3210 Del Webb Avenue
NE., Suite 110, Salem, OR 97301,
(telephone: (503) 986–6612); or Ms.
Colleen Vaughn, Office of Railroad
Policy and Development, Federal
Railroad Administration (FRA), 1200
New Jersey Avenue SE., MS–20/W38–
221, Washington, DC 20590, (telephone:
(202) 493–6096).
SUPPLEMENTARY INFORMATION: The
federally designated PNWRC has been
the subject of high-speed passenger rail
planning and implementation strategies
for more than 30 years. The 466-mile
corridor serves the most densely
populated regions of British Columbia
(B.C.), Washington, and Oregon, linking
Vancouver, B.C., Seattle, WA, and
Portland and Eugene, OR, with growing
intermediate communities, including
the capital cities of Olympia, WA and
Salem, OR. Oregon and Washington
have planned, studied, and coordinated
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Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Notices
State-sponsored passenger service on
the PNWRC since 1994.
Project Background: Oregon initiated
a daily passenger rail round trip
between Portland and Eugene in 1994.
Since that time, Oregon has invested
over $77 million in capital
improvements including railroad
infrastructure, stations, and rolling
stock. A second State-sponsored daily
round trip was added in 2000, resulting
in ridership growth of 139% between
2000 and 2008.
Current intercity passenger rail
service in Oregon includes two Amtrak
Cascades train roundtrips per day.
Additionally, Amtrak sponsors one
daily roundtrip of the Coast Starlight
between Los Angeles and Seattle and
one daily roundtrip of the Empire
Builder between Portland and Chicago.
The Cascades station stops include
Eugene, Albany, Salem, Oregon City and
Portland and continue north to
Vancouver, BC. The Coast Starlight
stops in Klamath Falls, Chemult,
Eugene, Albany, Salem and Portland.
The only stop for the Empire Builder in
Oregon is in Portland.
Over the next 25 years, the population
of the Willamette Valley is expected to
grow by approximately 35% with the
population anticipated to reach 3.6
million by the year 2035. During the
same period, freight volume in the state
is expected to grow by approximately
60%. These increases will result in
transportation demand that exceeds the
available freight and passenger rail
capacity in the Willamette Valley. A
comprehensive approach to identifying
the appropriate rail infrastructure is
needed to provide additional passenger
and freight rail capacity and to attain
the principal service objectives of more
reliable passenger trains, more frequent
trains, and shortened travel times
between Portland and Eugene (a
distance of approximately 125 miles).
Environmental Review Process: FRA
and ODOT will use a tiered process, as
provided for in 40 CFR 1508.28, in the
completion of the environmental review
of the Project. ‘‘Tiering’’ is a staged
environmental review process applied
to environmental reviews for complex
projects. The Tier 1 EIS will address
broad corridor-level issues and
alternatives. Subsequent phases or tiers
will analyze, at a greater level of detail,
narrower site-specific proposals based
on the decisions made in Tier 1. The
Tier 1 EIS and any subsequent
environmental documents will be
developed in accordance with Council
on Environmental Quality (CEQ)
regulations (40 CFR part 1500 et seq.)
implementing NEPA, and FRA’s
Procedures for Considering
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Environmental Impacts (64 FR 28545;
May 26, 1999).
Tier 1: The Tier 1 assessment will
result in an EIS with the appropriate
level of detail for corridor-level
decisions and will address broad overall
issues of concern, including but not
limited to:
• Confirm the purpose and need for
the proposed action.
• Confirm the study area appropriate
to assess reasonable alternatives.
• Identify a comprehensive set of
goals and objectives for the corridor in
conjunction with Project stakeholders.
These goals and objectives will be
crafted to allow comprehensive
evaluation of all aspects of the Project
necessary to achieve the goals,
including train operations, vehicles, and
infrastructure.
• Identify the range of reasonable
alternatives to be considered, consistent
with the current and planned use of the
corridor and the existing services within
and adjacent to the study area, as well
as considering a no action/no build
alternative.
• Develop alternative evaluation
criteria to identify alternatives that meet
the purpose and need of the proposed
action and those that do not.
• Identify the general alignment(s) of
the reasonable build alternatives.
• Identify general right-of-way
requirements for the reasonable build
alternatives.
• Identify, at a corridor planning
level, the infrastructure and equipment
investment requirements for the
reasonable build alternatives.
• Include the consideration of the NoBuild Alternative which will be studied
as the baseline for comparison with the
build alternatives. The No-Build
Alternative represents other
transportation modes such as auto, air
travel, intercity bus, and existing rail
and the physical characteristics and
capacities as they exist at the time of the
Tier 1 EIS, with planned and funded
improvements that will be in place at
the time the Project becomes
operational.
• Evaluate and describe, at a corridor
planning level, the potential
environmental consequences (benefits
and impacts to the built and natural
environment) associated with the
reasonable alternative alignments and
proposed changes in passenger rail train
frequency, speed, and on-time
performance.
• Establish the timing and sequencing
of independent actions to maintain a
state of good repair and to implement
the proposed action.
• Identify a preferred alternative for
corridor route alignment.
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49855
• Address subsequent component
actions for Tier 2 NEPA documentation
as described below.
Tier 2: The second tier assessment(s)
will address component projects to be
implemented within the general
corridor identified in the Tier 1 EIS, and
will incorporate by reference the data
and evaluations included in the Tier 1
EIS. Subsequent evaluations will
concentrate on the issues specific to the
component of the selected alternative
identified in the Tier 1 EIS, identify the
Project alternatives that meet the
purpose and need for each component
project, and analyze the specific
environmental consequences and
measures necessary to mitigate
environmental impacts at a site-specific
level of detail.
Scoping and Public Involvement: FRA
encourages broad participation in the
EIS process during scoping and
subsequent review of the resulting
environmental documents. Comments
and suggestions are invited from all
interested agencies and the public at
large to ensure the full range of issues
related to the proposed action and all
reasonable alternatives are addressed
and all significant issues are identified.
In particular, FRA is interested in
determining whether there are areas of
environmental concern where there
might be the potential for significant
impacts identifiable at a corridor level.
Letters describing the proposed Project
and soliciting comments were sent to
appropriate Federal, State, and local
agencies, and appropriate railroads.
Public agencies with jurisdiction are
requested to advise the FRA and ODOT
of the applicable permit and
environmental review requirements of
each agency, and the scope and content
of the environmental information that is
germane to the agency’s statutory
responsibilities in connection with the
proposed improvements.
An iterative public involvement/
information program will support the
process. The program will involve
advisory group meetings, newsletters, a
Project Web site, public open houses,
stakeholder group meetings, and other
methods to solicit and incorporate
public input throughout the Tier 1 EIS
process. To ensure that the full range of
issues relating to the proposed action is
addressed, comments and suggestions
are invited from all interested parties.
Comments and questions concerning the
proposed action should be directed to
ODOT or to the FRA at the addresses
provided above. Additional information
can be obtained by visiting the Project
Web site at www.oregonpassengerrail.
org or sending an email to
OregonPassengerRail@odot.state.or.us.
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49856
Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Notices
The buildings used for the scoping
meetings are accessible to persons with
disabilities. Any individual who
requires special assistance, such as a
sign language interpreter, to participate
in the meetings should contact Jyll
Smith at Oregon Department of
Transportation, telephone (503) 986–
3985, five days prior to the meeting.
Issued in Washington, DC on August 13,
2012.
Corey Hill,
Director, Rail Project Development and
Delivery.
Salinas
Tuesday, August 28, 2012, 3:30 p.m.–
6:00 p.m., Transportation Authority
for Monterey County (TAMC), TAMC
Conference Room, 55 Plaza Circle #B,
Salinas, CA 93901.
[FR Doc. 2012–20227 Filed 8–16–12; 8:45 am]
BILLING CODE 4910–06–P
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Environmental Impact Statement for
the Salinas to San Luis Obispo Portion
of the Coast Corridor: Monterey and
San Luis Obispo Counties, CA
Federal Railroad
Administration (FRA), U.S. Department
of Transportation (DOT).
ACTION: Notice of Intent to Prepare an
Environmental Impact Statement.
AGENCY:
FRA is issuing this notice to
advise the public that FRA and the
California Department of Transportation
(Caltrans) will jointly prepare an
Environmental Impact Statement (EIS)/
Environmental Impact Report (EIR) to
study potential service upgrades and
rail corridor improvements to the
Salinas to San Luis Obispo portion of
the Coast Corridor. The objective of the
EIS/EIR is to evaluate alternatives and
present environmental analysis to help
make decisions regarding the type of
service upgrades and rail improvements
to be provided in the corridor, including
variations in train frequency, trip time,
and on-time performance. FRA is also
issuing this notice to solicit public and
agency input into the development of
the scope of the EIS/EIR, whether to tier
the environmental process, and to
advise the public that public and agency
participation resulting from outreach
activities conducted by Caltrans and its
representatives will be considered in the
preparation of the EIS/EIR.
DATES: Written comments on the scope
of the EIS/EIR for the Salinas to San
Luis Obispo Portion of the Coast
Corridor should be provided to Caltrans
no later than September 10, 2012. Public
scoping meetings are scheduled on
August 28 and August 29, 2012 at the
times and locations identified in the
Addresses section below.
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Written comments on the
scope of this study should be sent to Ms.
Emily Burstein, Division of Rail, Office
of Planning and Policy, California
Department of Transportation, 1120 N
Street, MS 74, Sacramento, CA 95814 or
via email to coastcorridorscoping
comments@circlepoint.com. Comments
may also be provided orally or in
writing at the public scoping meetings
scheduled at the following locations:
ADDRESSES:
San Luis Obispo
Wednesday, August 29, 2012, 3:30
p.m.–6:00 p.m., San Luis Obispo
County Library Community Room,
995 Palm Street, San Luis Obispo, CA
93401.
FOR FURTHER INFORMATION CONTACT:
Regarding the environmental review
please contact: Ms. Emily Burstein,
Division of Rail, Office of Planning and
Policy, California Department of
Transportation, 1120 N Street, MS 74,
Sacramento, CA 95814 (telephone: (916)
654–6932) or Ms. Stephanie Perez,
Environmental Protection Specialist,
Office of Railroad Policy and
Development, Federal Railroad
Administration, 1200 New Jersey
Avenue SE., Mail Stop 20, Washington,
DC 20590 (telephone: (202) 493–0388).
SUPPLEMENTARY INFORMATION:
Purpose and Need
The greater Coast Corridor region
from San Jose, California to Los Angeles,
California faces significant mobility
challenges today. These challenges are
likely to continue in the future as
continued growth in population,
employment, and tourism activity is
expected to generate increased travel
demand. By 2040, statewide population
is expected to grow substantially,
further straining the existing
transportation network. An effective rail
system is necessary to meet the future
mobility needs of residents, businesses,
and visitors. The Coast Corridor faces
continuing transportation challenges as
evidenced by the following:
• Constrained Travel Options—While
the Coast Corridor is served by a
transportation system that includes air,
highway, and rail modes system access
and capacity is insufficient to meet
future travel demand. Air access is
limited for many residents because
major airports are located at a
substantial distance outside the Salinas
to San Luis Obispo portion of the
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corridor. This portion of the corridor is
served by a single major highway—US
101—which experiences frequent
congestion and travel delays. Amtrak
offers a single daily Coast Starlight
passenger service along the corridor and
trains are often delayed due to the
primarily single-track rail system
operating beyond its design capacity.
• Significant Highway Congestion—
While travel by automobile is expected
to meet the majority of future travel
demand, this increased use will result
in worsening of existing congestion.
Congestion is particularly acute at the
corridor’s urban chokepoints and is
likely to worsen, making travel times
unreliable. In addition, space
constraints limit the potential to expand
the highway system.
• Constrained Rail System Capacity—
Corridor rail service could
accommodate an increasing portion of
projected travel demand growth by
providing an alternative mode to
automobile travel, but rail service is
constrained by infrastructure that is
significantly undersized for the volumes
it currently accommodates, much less
future service, without significant
system improvements. Moreover, the
existing Coast Starlight service is often
fully booked during peak travel periods.
• Aging Rail Infrastructure—
Investment in corridor rail service has
not kept pace with population and
travel demand growth, and many tracks,
signals and bridges have not been
upgraded or improved in decades.
Improvements would allow shorter
travel times and greater reliability,
making rail a more attractive and
competitive choice.
• Safety Concerns – Increasing
potential for accidents in congested rail
chokepoints underscores the need for
upgraded signaling and infrastructure
investments. Growing frequency of railrelated collisions call for improved
highway/rail crossings and new or
upgraded pedestrian crossings.
• Need for Increased Travel Capacity
Without Impacting Air Quality and
Natural Resources—Highway capacity
improvements can have negative
impacts on regional and local air quality
as well as the efficient use of natural
resources. Simultaneously expanding
travel capacity while meeting federal
and state air quality standards will
likely require reductions in total vehicle
miles traveled. Rail system
improvements offer the opportunity to
achieve air quality benefits with
minimal impact on natural resources.
In light of the transportation
challenges listed above, Caltrans has
identified rail improvements to the
Coast Corridor as an opportunity to
E:\FR\FM\17AUN1.SGM
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]]>Agencies
[Federal Register Volume 77, Number 160 (Friday, August 17, 2012)]
[Notices]
[Pages 49854-49856]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-20227]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Tier 1 Environmental Impact Statement for the Oregon Portion of
the Pacific Northwest Rail Corridor (Portland to Eugene)
AGENCY: Federal Railroad Administration (FRA), U.S. Department of
Transportation (DOT).
ACTION: Notice of Intent to Prepare an Environmental Impact Statement.
-----------------------------------------------------------------------
SUMMARY: FRA is issuing this notice to advise the public that FRA and
the Oregon Department of Transportation (ODOT) will jointly prepare a
Tier 1 Environmental Impact Statement (EIS) in compliance with the
National Environmental Policy Act of 1969 (NEPA) to study potential
infrastructure investments along the Oregon portion of the Pacific
Northwest Rail Corridor (PNWRC). The objective of the Tier 1 EIS is to
evaluate a reasonable range of alternatives and select a rail corridor
as well as making decisions regarding the level of intercity passenger
rail service provided in the corridor, including variations in train
frequency, trip time, and on-time performance. Alternatives under
consideration will include taking no action (No-Build Alternative), as
well as multiple build alternatives between Eugene-Springfield and the
Columbia River in Portland. The build alternatives may include
infrastructure improvements to the existing rail corridor, the
development of a new rail corridor, or a combination of both. FRA is
also issuing this notice to solicit public and agency input in the
development of the scope of the EIS and to advise the public that
outreach activities conducted by FRA and ODOT will be considered in the
preparation of the EIS.
DATES: Written comments on the scope of the Tier 1 EIS for the Oregon
Passenger Rail Project should be provided to ODOT by October 31, 2012.
Public scoping meetings are scheduled from September 6, 2012 through
September 19, 2012 at the times and locations identified in the
Addresses section below.
ADDRESSES: Written comments on the scope of this study should be sent
to Michael Holthoff, Environmental Project Manager, Major Projects
Branch, Oregon Department of Transportation, 3210 Del Webb Avenue NE.,
Suite 110, Salem, OR 97301, or via email to
OregonPassengerRail@odot.state.or.us. Comments may also be provided
orally or in writing at the public scoping meetings scheduled at the
following locations:
Salem at ODOT ``T'' Building, Gail Achterman Conference
Room, 355 Capitol Street NE., Salem, OR 97301 on September 6, 2012 from
5 p.m. through 7 p.m.
Oregon City at Clackamas Community College--Gregory Forum
Room A, 19600 Molalla Avenue, Oregon City, OR 97045 on September 11,
2012 from 5 p.m. through 7 p.m.
Albany at Albany Public Library, 2450 14th Avenue SE.,
Albany, OR 97322 on September 12, 2012 from 5 p.m. through 7 p.m.
Lake Oswego at Phoenix Inn, 14905 SW. Bangy Road, Lake
Oswego, OR 97035 on September 13, 2012 from 5 p.m. through 7 p.m.
Portland at Metro Council Chambers, 600 NE. Grand Avenue,
Portland, OR 97232 on September 18, 2012 from 5 p.m. through 7 p.m.
Eugene at Atrium Building Lobby, 99 W. 10th Avenue,
Eugene, Oregon 97401 on September 19, 2012 from 5 p.m. through 7 p.m.
FOR FURTHER INFORMATION CONTACT: Jim Cox, Assistant Manager, Major
Projects Branch, Oregon Department of Transportation, 3210 Del Webb
Avenue NE., Suite 110, Salem, OR 97301, (telephone: (503) 986-6612); or
Ms. Colleen Vaughn, Office of Railroad Policy and Development, Federal
Railroad Administration (FRA), 1200 New Jersey Avenue SE., MS-20/W38-
221, Washington, DC 20590, (telephone: (202) 493-6096).
SUPPLEMENTARY INFORMATION: The federally designated PNWRC has been the
subject of high-speed passenger rail planning and implementation
strategies for more than 30 years. The 466-mile corridor serves the
most densely populated regions of British Columbia (B.C.), Washington,
and Oregon, linking Vancouver, B.C., Seattle, WA, and Portland and
Eugene, OR, with growing intermediate communities, including the
capital cities of Olympia, WA and Salem, OR. Oregon and Washington have
planned, studied, and coordinated
[[Page 49855]]
State-sponsored passenger service on the PNWRC since 1994.
Project Background: Oregon initiated a daily passenger rail round
trip between Portland and Eugene in 1994. Since that time, Oregon has
invested over $77 million in capital improvements including railroad
infrastructure, stations, and rolling stock. A second State-sponsored
daily round trip was added in 2000, resulting in ridership growth of
139% between 2000 and 2008.
Current intercity passenger rail service in Oregon includes two
Amtrak Cascades train roundtrips per day. Additionally, Amtrak sponsors
one daily roundtrip of the Coast Starlight between Los Angeles and
Seattle and one daily roundtrip of the Empire Builder between Portland
and Chicago. The Cascades station stops include Eugene, Albany, Salem,
Oregon City and Portland and continue north to Vancouver, BC. The Coast
Starlight stops in Klamath Falls, Chemult, Eugene, Albany, Salem and
Portland. The only stop for the Empire Builder in Oregon is in
Portland.
Over the next 25 years, the population of the Willamette Valley is
expected to grow by approximately 35% with the population anticipated
to reach 3.6 million by the year 2035. During the same period, freight
volume in the state is expected to grow by approximately 60%. These
increases will result in transportation demand that exceeds the
available freight and passenger rail capacity in the Willamette Valley.
A comprehensive approach to identifying the appropriate rail
infrastructure is needed to provide additional passenger and freight
rail capacity and to attain the principal service objectives of more
reliable passenger trains, more frequent trains, and shortened travel
times between Portland and Eugene (a distance of approximately 125
miles).
Environmental Review Process: FRA and ODOT will use a tiered
process, as provided for in 40 CFR 1508.28, in the completion of the
environmental review of the Project. ``Tiering'' is a staged
environmental review process applied to environmental reviews for
complex projects. The Tier 1 EIS will address broad corridor-level
issues and alternatives. Subsequent phases or tiers will analyze, at a
greater level of detail, narrower site-specific proposals based on the
decisions made in Tier 1. The Tier 1 EIS and any subsequent
environmental documents will be developed in accordance with Council on
Environmental Quality (CEQ) regulations (40 CFR part 1500 et seq.)
implementing NEPA, and FRA's Procedures for Considering Environmental
Impacts (64 FR 28545; May 26, 1999).
Tier 1: The Tier 1 assessment will result in an EIS with the
appropriate level of detail for corridor-level decisions and will
address broad overall issues of concern, including but not limited to:
Confirm the purpose and need for the proposed action.
Confirm the study area appropriate to assess reasonable
alternatives.
Identify a comprehensive set of goals and objectives for
the corridor in conjunction with Project stakeholders. These goals and
objectives will be crafted to allow comprehensive evaluation of all
aspects of the Project necessary to achieve the goals, including train
operations, vehicles, and infrastructure.
Identify the range of reasonable alternatives to be
considered, consistent with the current and planned use of the corridor
and the existing services within and adjacent to the study area, as
well as considering a no action/no build alternative.
Develop alternative evaluation criteria to identify
alternatives that meet the purpose and need of the proposed action and
those that do not.
Identify the general alignment(s) of the reasonable build
alternatives.
Identify general right-of-way requirements for the
reasonable build alternatives.
Identify, at a corridor planning level, the infrastructure
and equipment investment requirements for the reasonable build
alternatives.
Include the consideration of the No-Build Alternative
which will be studied as the baseline for comparison with the build
alternatives. The No-Build Alternative represents other transportation
modes such as auto, air travel, intercity bus, and existing rail and
the physical characteristics and capacities as they exist at the time
of the Tier 1 EIS, with planned and funded improvements that will be in
place at the time the Project becomes operational.
Evaluate and describe, at a corridor planning level, the
potential environmental consequences (benefits and impacts to the built
and natural environment) associated with the reasonable alternative
alignments and proposed changes in passenger rail train frequency,
speed, and on-time performance.
Establish the timing and sequencing of independent actions
to maintain a state of good repair and to implement the proposed
action.
Identify a preferred alternative for corridor route
alignment.
Address subsequent component actions for Tier 2 NEPA
documentation as described below.
Tier 2: The second tier assessment(s) will address component
projects to be implemented within the general corridor identified in
the Tier 1 EIS, and will incorporate by reference the data and
evaluations included in the Tier 1 EIS. Subsequent evaluations will
concentrate on the issues specific to the component of the selected
alternative identified in the Tier 1 EIS, identify the Project
alternatives that meet the purpose and need for each component project,
and analyze the specific environmental consequences and measures
necessary to mitigate environmental impacts at a site-specific level of
detail.
Scoping and Public Involvement: FRA encourages broad participation
in the EIS process during scoping and subsequent review of the
resulting environmental documents. Comments and suggestions are invited
from all interested agencies and the public at large to ensure the full
range of issues related to the proposed action and all reasonable
alternatives are addressed and all significant issues are identified.
In particular, FRA is interested in determining whether there are areas
of environmental concern where there might be the potential for
significant impacts identifiable at a corridor level. Letters
describing the proposed Project and soliciting comments were sent to
appropriate Federal, State, and local agencies, and appropriate
railroads. Public agencies with jurisdiction are requested to advise
the FRA and ODOT of the applicable permit and environmental review
requirements of each agency, and the scope and content of the
environmental information that is germane to the agency's statutory
responsibilities in connection with the proposed improvements.
An iterative public involvement/information program will support
the process. The program will involve advisory group meetings,
newsletters, a Project Web site, public open houses, stakeholder group
meetings, and other methods to solicit and incorporate public input
throughout the Tier 1 EIS process. To ensure that the full range of
issues relating to the proposed action is addressed, comments and
suggestions are invited from all interested parties. Comments and
questions concerning the proposed action should be directed to ODOT or
to the FRA at the addresses provided above. Additional information can
be obtained by visiting the Project Web site at
www.oregonpassengerrail.org org or sending an email to
OregonPassengerRail@odot.state.or.us.
[[Page 49856]]
The buildings used for the scoping meetings are accessible to
persons with disabilities. Any individual who requires special
assistance, such as a sign language interpreter, to participate in the
meetings should contact Jyll Smith at Oregon Department of
Transportation, telephone (503) 986-3985, five days prior to the
meeting.
Issued in Washington, DC on August 13, 2012.
Corey Hill,
Director, Rail Project Development and Delivery.
[FR Doc. 2012-20227 Filed 8-16-12; 8:45 am]
BILLING CODE 4910-06-P
