Tier One Environmental Impact Statement for the Rochester, Minnesota to Twin Cities, Minnesota Passenger Rail Corridor, 28012-28014 [2013-11307]
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28012
Federal Register / Vol. 78, No. 92 / Monday, May 13, 2013 / Notices
The construction and operation of the
race course will create safety concerns
by obstructing access from the I–395
northern terminus to the local street
system including Howard Street,
Conway Street, and Lee Street.
However, an existing connection from
I–395 to Martin Luther King Jr.
Boulevard will remain open throughout
the event. In addition, access to and
from I–95 into and out of the city along
alternative access routes, including US
1, US 40, Russell Street, and
Washington Boulevard will be
maintained. The BGP and the city plan
to update the 2012 signing plan to
inform and guide motorists to, through,
and around the impacted downtown
area. The statewide transportation
operations system, the Coordinated
Highways Action Response Team will
provide real-time traffic information to
motorists through dynamic message
signs and highway advisory radio. The
MDTA states that the temporary closure
of this segment of I–395 to general
traffic should have no impact on
interstate commerce. The I–95 is the
main north-south Interstate route in the
region, and will remain open during the
time period of the event. There are five
additional I–95 interchanges, just to the
north or south of I–395, with
connections to the local street system
including the arterials servicing the
city’s downtown area. A sign and
supplemental traffic control systems
plan was developed as part of the 2011
event’s Traffic Management Plan (TMP).
In addition, I–695 (Baltimore Beltway)
will provide motorists traveling through
the region the ability to bypass the
impact area by circling around the city.
Commercial motor vehicles of the
dimensions and configurations
described in 23 CFR 658.13 and 658.15
which serve the impacted area, may use
the alternate routes listed above.
Vehicles servicing the businesses
bordering the impacted area will still be
able to do so by also using the
alternative routes noted above to
circulate around the restricted area. In
addition, vehicles not serving
businesses in the restricted area but,
currently using I–395 and the local
street system to reach their ultimate
destinations, will be able to use the
I–95 interchanges north and south of
I–395 to access the alternative routes. A
map depicting the alternative routes is
available electronically at the docket
established for this notice at https://
www.regulations.gov. The MDTA has
reviewed these alternative routes and
determined the routes to generally be
capable of safely accommodating the
diverted traffic during the period of
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temporary restriction. As mentioned
previously, the sign and supplemental
traffic control system plan is also being
updated as part of the event’s TMP.
Commercial vehicles as well as general
traffic leaving the downtown area will
also be able to use the alternative routes
to reach I–95 and the rest of the
Interstate System. The BGP and the city
are working closely with businesses,
including the hotels and restaurants
located within the impact area, to
schedule deliveries prior to the
proposed I–395 closure to the extent
feasible. The BGP is also working with
affected businesses to schedule delivery
services during the event period. The
original plan proposed a credentialing
process for access through designated
gates with access to specific loading
areas.
This request to temporarily close
I–395 was prepared for the MDTA by
the BGP and the city. In addition, the
city has reached out to the Federal,
State, and local agencies to collaborate
and coordinate efforts to address the
logistical challenges of hosting the BGP.
The BGP and the city have worked
extensively with the businesses and
residential communities in the city that
could be affected by the event. These
efforts include the formation of Task
Forces and event Sub-Committees, to
guide the development of plans for
event security, transportation
management, public safety and more.
The FHWA seeks comments on this
request for temporary deletion from the
National Network for considerations in
accordance with 23 CFR 658.11(d).
Authority: 23 U.S.C. 127, 315 and 49
U.S.C. 31111, 31112, and 31114; 23 CFR Part
658.
Issued on: May 3, 2013.
Victor M. Mendez,
Federal Highway Administrator.
[FR Doc. 2013–11243 Filed 5–10–13; 8:45 am]
BILLING CODE 4910–22–P
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Tier One Environmental Impact
Statement for the Rochester,
Minnesota to Twin Cities, Minnesota
Passenger Rail Corridor
Federal Railroad
Administration (FRA), U.S. Department
of Transportation (DOT).
ACTION: Notice of Intent to prepare an
Environmental Impact Statement (EIS).
AGENCY:
SUMMARY: FRA is issuing this notice to
advise the public that FRA, the Olmsted
County (Minnesota) Regional Railroad
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Authority (OCRRA), and the Minnesota
Department of Transportation (MnDOT)
will jointly prepare a Tier One
Environmental Impact Statement (EIS)
to evaluate potential passenger rail
alternatives for the Rochester,
Minnesota to Twin Cities, Minnesota
Passenger Rail Corridor (the Corridor) in
Olmsted, Dodge, Goodhue, Rice, Dakota,
Ramsey, and Hennepin Counties in
compliance with the National
Environmental Policy Act of 1969
(NEPA).
The Tier One EIS will analyze
environmental impacts for reasonable
corridor-level passenger rail route
alternatives between Rochester and the
Twin Cities. The Tier One EIS will also
examine passenger rail service levels,
including variations in train frequency,
and trip time.
FRA is issuing this Notice to invite
interested parties, including the public
and resource agencies, to comment
about the proposed scope of the EIS; to
provide information on the nature of the
proposed action, including the purpose
and need for the proposed action; and
to invite public participation in the Tier
One EIS process.
DATES: OCRRA and MnDOT will host a
series of public scoping meetings
beginning in Spring 2013. These
meetings will occur at various locations
within the Corridor and will be
advertised through the project Web site,
direct mailings, and press releases.
FOR FURTHER INFORMATION CONTACT:
Colleen Vaughn, Environmental
Protection Specialist, Office of Railroad
Policy and Development, Federal
Railroad Administration, 1200 New
Jersey Avenue SE., (Mail Stop 20),
Washington, DC 20590, Phone: (202)
493–6096; or Dan Krom, Minnesota
Department of Transportation,
Passenger Rail Office, 395 John Ireland
Boulevard, MS 480, St. Paul, MN 55155,
Phone: (651) 366–3193. In addition, a
project Web site has been established
(www.goziprail.org), and is available to
provide project related information to
the general public.
SUPPLEMENTARY INFORMATION: The FRA,
in cooperation with OCRRA and
MnDOT, will prepare a Tier One EIS to
evaluate passenger rail service
improvements from Rochester,
Minnesota to Twin Cities, Minnesota.
The agencies will use a tiered process,
as provided for in 40 CFR 1508.28 and
in accordance with FRA’s Procedures
for Considering Environmental Impacts
(64 FR 28546) (Environmental
Procedures), in the completion of the
environmental review. Tiering is a
staged environmental review process
applied to environmental reviews for
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Federal Register / Vol. 78, No. 92 / Monday, May 13, 2013 / Notices
complex projects. The proposed Tier
One EIS described in this Notice is a
service level analysis that will examine
a range of reasonable corridor route
alternatives between Rochester,
Minnesota and Twin Cities, Minnesota.
It is anticipated that the route
alternative analysis will involve a
screening process to identify reasonable
and feasible alternatives for evaluation
in the Tier One EIS. The study has
recently begun to identify conceptual
alternatives for consideration.
Alternatives under preliminary
consideration will include an alignment
of the Trunk Highway 52 corridor from
Rochester to the Twin Cities; an
alternative running west from Rochester
and then north in the vicinity of Trunk
Highway 56; and multiple alignments in
both the Rochester and the Twin Cities
metro areas depending on the termini
identified at both ends of the corridor.
Alternatives will be analyzed and made
available for public comment as they are
refined and more precise information
can be provided. The No-Action (or NoBuild) Alternative will also be
considered.
The Tier One EIS will also
appropriately address Section 106 of the
National Historic Preservation Act (see
36 CFR part 800), Section 4(f) of the U.S.
Department of Transportation Act of
1966 (49 U.S.C. 303) and other
applicable Federal and state laws and
regulations. The Tier One NEPA
document addresses broad overall
issues of concern for corridor decisions
including, but not limited to:
• Describing the purpose and need for
the proposed action.
• Describing the study area
appropriate to assess reasonable
alternatives.
• Describing the environment
potentially affected by the proposed
action.
• Developing evaluation criteria to
identify route alternatives that meet the
purpose and need of the proposed
action and those that do not.
• Identifying the range of reasonable
route alternatives that satisfy the
purpose and need for the proposed
action.
• Developing the no-build alternative
to serve as a baseline for comparison.
• Describing and evaluating the
potential environmental impacts and
mitigation strategies associated with the
reasonable route alternatives.
• Identifying component projects for
Tier Two NEPA evaluation as described
below.
The Tier Two assessment(s) would
address component projects of the
overall rail corridor alternative selected
in the Tier One EIS, and would
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Jkt 229001
incorporate by reference the data and
evaluations included in the Tier One
EIS. Subsequent Tier Two NEPA
evaluations would: Concentrate on the
site-specific issues and alternatives
relevant to implementing component
projects of the selected Tier One
alternative; and identify the
environmental consequences and
measures necessary to mitigate
environmental impacts at a site-specific
level of detail.
Project Background and Study Area:
Based upon travel demand and growth
between the two regional centers,
previous feasibility studies for the
proposed Corridor have supported its
independent utility to support high
speed intercity passenger rail. Currently,
between Rochester and the
Minneapolis/St. Paul Metropolitan Area
(Twin Cities), the proposed Corridor has
no existing rail infrastructure south of
Dakota County. OCRRA would develop
new rail infrastructure with an
emphasis on existing public and
railroad rights-of-way utilized to the
maximum extent feasible and
practicable. The Corridor would be
planned to be consistent with an
eventual high speed intercity passenger
rail connection between the Twin Cities
and Chicago.
The Minnesota Comprehensive
Statewide Freight and Passenger Rail
Plan outlines steps that should be taken
to accomplish the vision of a robust
intrastate and interstate intercity
passenger rail system. One of the steps
includes developing an intrastate
intercity passenger rail network
connecting the Twin Cities with viable
service to major outlying regional
centers. The Corridor was identified as
a Phase I corridor in the State Rail Plan
for high-speed rail development.
Significant growth in Rochester and
Olmsted County has occurred over the
past 50 years—long after the majority of
existing rail corridors in the region had
been established. The number of jobs
currently supported by Rochester
employers exceeds the available adult
working population in the urban area,
making it an economic driver for an area
of roughly 2,300 square miles in
southeast Minnesota, northeast Iowa,
and western Wisconsin, and impacting
employment as far away as the Twin
Cities area. Based in Rochester, Mayo
Clinic patients and visitors account for
nearly 3 million visits per year, with
many arriving via the Twin Cities, and
travelling via US 52. Rochester also
ranks as the fastest growing
metropolitan area in the state, with a
low unemployment rate and a relatively
high per capita and household income
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28013
compared to other regional centers in
Minnesota.
US 52 is the main highway that
connects Rochester to the Twin Cities.
Further to the west, I–35 is the closest
interstate highway. A traveler would
need to utilize an east-west route, such
as US 14, to access I–35 to make the
connection to the Twin Cities. A trip by
automobile between the Twin Cities and
Rochester is approximately 1 hour and
30 minutes. The proposed Rochester—
Twin Cities Passenger Rail service
would need to offer intercity travelers a
reasonable alternative to automobile
travel.
Project Purpose and Need: The
purpose of the project is to provide a
reliable and safe passenger rail
transportation alternative that will meet
forecasted population and economic
growth mobility demands in the
Southeast Minnesota corridor between
Rochester and the Twin Cities area. The
system is to connect the Twin Cities and
Rochester providing convenient and
cost effective transportation. The project
is being developed to:
• Provide intercity passenger rail
service linking the regional economic
center of Rochester and the Twin
Cities Metropolitan Area economic
hub
• Provide options for the growing
population and accessibility to
population centers
• Improve safety, convenience and time
of travel
• Complement the plans of the Midwest
Regional Rail Initiative and Minnesota
Comprehensive Statewide Freight and
Passenger Rail Plan
The need for expanded transportation
options in this corridor is based on the
following elements:
• Increase in population and
employment in Rochester, the Twin
Cities Metropolitan Area, and
Southeast Minnesota
• Future travel demand
• Limited direct connection
opportunities for the Corridor
between Rochester and the Twin
Cities
The development of world-class and
internally recognized medical facilities
in Rochester, along with its agribusiness
and high-tech industrial base, makes the
city a significant economic engine in the
north central United States. The Twin
Cities, also a base of high-tech industry,
and the main transportation hub in the
north central states, marks the
importance of economic intercourse
between these cities. Transportation
connecting these cities is primarily
based on the private automobile with
limited commercial transportation
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Federal Register / Vol. 78, No. 92 / Monday, May 13, 2013 / Notices
options. The Mayo Clinic in Rochester
draws patients and their companions
from around the nation and the world,
and constitutes a primary need for
transportation options not based on the
private automobile. There is a growing
need for travel, connectivity, and
transportation capacity between
Rochester and the Twin Cities from
current and future economic growth.
Scoping Process: To ensure issues
related to this proposal are addressed
and any significant impacts identified,
comments and suggestions regarding the
scope of the Tier One EIS are invited
from all interested parties. Comments
and suggestions concerning the
proposed action and the Tier One EIS
should be directed to MnDOT at the
addresses above. Letters describing the
proposed action and soliciting
comments will be sent to the
appropriate Federal, State and local
agencies, Native American tribes and to
private organizations who might have
previously expressed or who are known
to have an interest in this proposal.
Federal agencies with jurisdiction by
law or special expertise with respect to
potential environmental issues will be
invited to act as a Cooperating Agency
in accordance with 40 CFR 1501.6.
MnDOT will lead the outreach
activities, including public meetings,
newsletters, advisory group meetings, a
project Web site (www.goziprail.org),
public open houses, stakeholder group
meetings, and other methods to solicit
and incorporate public input throughout
the Tier One EIS process. Opportunities
for public participation will be
announced through the Web site,
mailings, notices, advertisements, and
press releases.
Issued in Washington, DC, on: May 7,
2013.
Corey Hill,
Director, Passenger and Freight Programs,
Federal Railroad Administration.
[FR Doc. 2013–11307 Filed 5–10–13; 8:45 am]
BILLING CODE 4910–06–P
FEDERAL TRANSIT ADMINISTRATION
FTA Supplemental Fiscal Year 2013
Apportionments, Allocations, and
Program Information
Federal Transit Administration
(FTA), DOT.
ACTION: Notice; Request for Comments
on State Safety Oversight
Apportionment.
tkelley on DSK3SPTVN1PROD with NOTICES
AGENCY:
SUMMARY: On October 16, 2012 the
Federal Transit Administration (FTA)
published in the Federal Register a
Notice of FTA Transit Program Changes,
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16:13 May 10, 2013
Jkt 229001
Authorized Funding Levels,
Implementation of the Moving Ahead
for Progress in the 21st Century Act
(MAP–21) and Fiscal Year (FY) 2013
Apportionments, Allocations and
Interim Guidance. The initial Notice
apportioned and allocated funding
pursuant to the Continuing
Appropriations Resolution, 2013 (CR)
that provided funds through March 27,
2013. This subsequent FY 2013
Apportionment Notice apportions the
full FY 2013 funding available pursuant
to the Consolidated and Further
Continuing Appropriations Act, 2013
(FY 2013 Appropriations) and
sequestration of funds triggered by the
Balanced Budget and Emergency Deficit
Control Act of 2011. This notice also
provides and seeks comment on an
illustrative apportionment for the State
Safety Oversight (SSO) grant program
and provides information on FTA’s
discretionary programs and forthcoming
program guidance.
DATES: Comments on the SSO Grant
Program must be received by June 12,
2013. Late-filed comments will be
considered to the extent practicable.
FOR FURTHER INFORMATION CONTACT: For
general information about this notice
contact Jamie Pfister, Director, Office of
Transit Programs, at (202) 366–2053 or
email, Jamie.Pfister@dot.gov. Please
contact the appropriate FTA regional
office for any specific requests for
information or technical assistance. A
list of FTA regional offices and contact
information is available on the FTA
Web site under the heading ‘‘Regional
Offices’’ at https://www.fta.dot.gov.
For SSO Grant Program information,
please contact Rick Gerhart, Acting
Director, Office of Safety, 1200 New
Jersey Ave. SE., Washington, DC 20590,
phone (202) 366–8970, or email,
Richard.Gerhart@dot.gov.
ADDRESSES: Comments are limited to the
SSO Grant Program and should be
submitted by one of the methods,
identifying your submissions by docket
number FTA–2013–0022:
1. Web site: https://
www.regulations.gov. Follow the
instructions for submitting comments
on the U.S. Government electronic
docket site.
2. Fax: (202) 493–2251.
3. Mail: U.S. Department of
Transportation, 1200 New Jersey
Avenue SE., Docket Operations, M–30,
West Building, Ground Floor, Room
W12–140, Washington, DC 20590–0001.
4. Hand Delivery: U.S. Department of
Transportation, 1200 New Jersey
Avenue SE., Docket Operations, M–30,
West Building, Ground Floor, Room
W12–140, Washington, DC 20590–0001
PO 00000
Frm 00080
Fmt 4703
Sfmt 4703
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Instructions: All submissions must
make reference to the ‘‘Federal Transit
Administration’’ and include docket
number FTA–2013–0022. Due to the
security procedures in effect since
October 2011, mail received through the
U.S. Postal Service may be subject to
delays. Parties making submissions
responsive to this notice should
consider using an express mail firm to
ensure the prompt filing of any
submissions not filed electronically or
by hand. Note that all submissions
received, including any personal
information therein, will be posted
without change or alteration to https://
www.regulations.gov. For more
information, you may review DOT’s
complete Privacy Act Statement in the
Federal Register published April 11,
2000 (65 FR 19477), or you may visit
https://www.regulations.gov.
SUPPLEMENTARY INFORMATION:
Table of Contents
A. Overview
B. FY 2013 Available Funding for Programs
1. Funding Based on the Consolidated and
Further Continuing Appropriations Act,
2013
2. FY 2013 Formula Apportionments
3. FY 2013 Discretionary Program Funds
i. Notices of Funding Availability
ii. Research Program Funding
iii. FY 2013 Fixed Guideway Capital
Investment Grant Program Allocations
iv. Washington Metropolitan Area
Transportation Authority (WMATA)
Allocation
v. FY 2012 Transit in the Parks Allocations
C. State Safety Oversight (SSO) Program
1. Available Funding
2. Proposed Formula Apportionment
i. Proposed Tiers
ii. Proposed Apportionments To Oversee
Multi-State Rail Fixed Guideway Public
Transportation Systems
iii. Soliciting Comments
3. Steps To Enhance Readiness for SSO
Grant Application and Certification
Process
4. Certification of State Safety Oversight
Program
D. FY 2013 Program Guidance
E. Corrections
A. Overview
On October 1, 2012, MAP–21 (Pub. L.
112–141) authorized FTA’s Public
Transportation Assistance Programs for
FYs 2013–2014. On October 16, 2012,
FTA published an apportionments
notice that apportioned the FY 2013
formula funds in an amount of
approximately one-half of the FY 2012
funding level among potential program
recipients pursuant to both the
authorization statute and the Continuing
Appropriations Resolution, 2013 (Pub.
L. 112–175). (See 77 FR 63670). A copy
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]]>Agencies
[Federal Register Volume 78, Number 92 (Monday, May 13, 2013)]
[Notices]
[Pages 28012-28014]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-11307]
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DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration
Tier One Environmental Impact Statement for the Rochester,
Minnesota to Twin Cities, Minnesota Passenger Rail Corridor
AGENCY: Federal Railroad Administration (FRA), U.S. Department of
Transportation (DOT).
ACTION: Notice of Intent to prepare an Environmental Impact Statement
(EIS).
-----------------------------------------------------------------------
SUMMARY: FRA is issuing this notice to advise the public that FRA, the
Olmsted County (Minnesota) Regional Railroad Authority (OCRRA), and the
Minnesota Department of Transportation (MnDOT) will jointly prepare a
Tier One Environmental Impact Statement (EIS) to evaluate potential
passenger rail alternatives for the Rochester, Minnesota to Twin
Cities, Minnesota Passenger Rail Corridor (the Corridor) in Olmsted,
Dodge, Goodhue, Rice, Dakota, Ramsey, and Hennepin Counties in
compliance with the National Environmental Policy Act of 1969 (NEPA).
The Tier One EIS will analyze environmental impacts for reasonable
corridor-level passenger rail route alternatives between Rochester and
the Twin Cities. The Tier One EIS will also examine passenger rail
service levels, including variations in train frequency, and trip time.
FRA is issuing this Notice to invite interested parties, including
the public and resource agencies, to comment about the proposed scope
of the EIS; to provide information on the nature of the proposed
action, including the purpose and need for the proposed action; and to
invite public participation in the Tier One EIS process.
DATES: OCRRA and MnDOT will host a series of public scoping meetings
beginning in Spring 2013. These meetings will occur at various
locations within the Corridor and will be advertised through the
project Web site, direct mailings, and press releases.
FOR FURTHER INFORMATION CONTACT: Colleen Vaughn, Environmental
Protection Specialist, Office of Railroad Policy and Development,
Federal Railroad Administration, 1200 New Jersey Avenue SE., (Mail Stop
20), Washington, DC 20590, Phone: (202) 493-6096; or Dan Krom,
Minnesota Department of Transportation, Passenger Rail Office, 395 John
Ireland Boulevard, MS 480, St. Paul, MN 55155, Phone: (651) 366-3193.
In addition, a project Web site has been established
(www.goziprail.org), and is available to provide project related
information to the general public.
SUPPLEMENTARY INFORMATION: The FRA, in cooperation with OCRRA and
MnDOT, will prepare a Tier One EIS to evaluate passenger rail service
improvements from Rochester, Minnesota to Twin Cities, Minnesota. The
agencies will use a tiered process, as provided for in 40 CFR 1508.28
and in accordance with FRA's Procedures for Considering Environmental
Impacts (64 FR 28546) (Environmental Procedures), in the completion of
the environmental review. Tiering is a staged environmental review
process applied to environmental reviews for
[[Page 28013]]
complex projects. The proposed Tier One EIS described in this Notice is
a service level analysis that will examine a range of reasonable
corridor route alternatives between Rochester, Minnesota and Twin
Cities, Minnesota. It is anticipated that the route alternative
analysis will involve a screening process to identify reasonable and
feasible alternatives for evaluation in the Tier One EIS. The study has
recently begun to identify conceptual alternatives for consideration.
Alternatives under preliminary consideration will include an alignment
of the Trunk Highway 52 corridor from Rochester to the Twin Cities; an
alternative running west from Rochester and then north in the vicinity
of Trunk Highway 56; and multiple alignments in both the Rochester and
the Twin Cities metro areas depending on the termini identified at both
ends of the corridor. Alternatives will be analyzed and made available
for public comment as they are refined and more precise information can
be provided. The No-Action (or No-Build) Alternative will also be
considered.
The Tier One EIS will also appropriately address Section 106 of the
National Historic Preservation Act (see 36 CFR part 800), Section 4(f)
of the U.S. Department of Transportation Act of 1966 (49 U.S.C. 303)
and other applicable Federal and state laws and regulations. The Tier
One NEPA document addresses broad overall issues of concern for
corridor decisions including, but not limited to:
Describing the purpose and need for the proposed action.
Describing the study area appropriate to assess reasonable
alternatives.
Describing the environment potentially affected by the
proposed action.
Developing evaluation criteria to identify route
alternatives that meet the purpose and need of the proposed action and
those that do not.
Identifying the range of reasonable route alternatives
that satisfy the purpose and need for the proposed action.
Developing the no-build alternative to serve as a baseline
for comparison.
Describing and evaluating the potential environmental
impacts and mitigation strategies associated with the reasonable route
alternatives.
Identifying component projects for Tier Two NEPA
evaluation as described below.
The Tier Two assessment(s) would address component projects of the
overall rail corridor alternative selected in the Tier One EIS, and
would incorporate by reference the data and evaluations included in the
Tier One EIS. Subsequent Tier Two NEPA evaluations would: Concentrate
on the site-specific issues and alternatives relevant to implementing
component projects of the selected Tier One alternative; and identify
the environmental consequences and measures necessary to mitigate
environmental impacts at a site-specific level of detail.
Project Background and Study Area: Based upon travel demand and
growth between the two regional centers, previous feasibility studies
for the proposed Corridor have supported its independent utility to
support high speed intercity passenger rail. Currently, between
Rochester and the Minneapolis/St. Paul Metropolitan Area (Twin Cities),
the proposed Corridor has no existing rail infrastructure south of
Dakota County. OCRRA would develop new rail infrastructure with an
emphasis on existing public and railroad rights-of-way utilized to the
maximum extent feasible and practicable. The Corridor would be planned
to be consistent with an eventual high speed intercity passenger rail
connection between the Twin Cities and Chicago.
The Minnesota Comprehensive Statewide Freight and Passenger Rail
Plan outlines steps that should be taken to accomplish the vision of a
robust intrastate and interstate intercity passenger rail system. One
of the steps includes developing an intrastate intercity passenger rail
network connecting the Twin Cities with viable service to major
outlying regional centers. The Corridor was identified as a Phase I
corridor in the State Rail Plan for high-speed rail development.
Significant growth in Rochester and Olmsted County has occurred over
the past 50 years--long after the majority of existing rail corridors
in the region had been established. The number of jobs currently
supported by Rochester employers exceeds the available adult working
population in the urban area, making it an economic driver for an area
of roughly 2,300 square miles in southeast Minnesota, northeast Iowa,
and western Wisconsin, and impacting employment as far away as the Twin
Cities area. Based in Rochester, Mayo Clinic patients and visitors
account for nearly 3 million visits per year, with many arriving via
the Twin Cities, and travelling via US 52. Rochester also ranks as the
fastest growing metropolitan area in the state, with a low unemployment
rate and a relatively high per capita and household income compared to
other regional centers in Minnesota.
US 52 is the main highway that connects Rochester to the Twin
Cities. Further to the west, I-35 is the closest interstate highway. A
traveler would need to utilize an east-west route, such as US 14, to
access I-35 to make the connection to the Twin Cities. A trip by
automobile between the Twin Cities and Rochester is approximately 1
hour and 30 minutes. The proposed Rochester--Twin Cities Passenger Rail
service would need to offer intercity travelers a reasonable
alternative to automobile travel.
Project Purpose and Need: The purpose of the project is to provide
a reliable and safe passenger rail transportation alternative that will
meet forecasted population and economic growth mobility demands in the
Southeast Minnesota corridor between Rochester and the Twin Cities
area. The system is to connect the Twin Cities and Rochester providing
convenient and cost effective transportation. The project is being
developed to:
Provide intercity passenger rail service linking the regional
economic center of Rochester and the Twin Cities Metropolitan Area
economic hub
Provide options for the growing population and accessibility
to population centers
Improve safety, convenience and time of travel
Complement the plans of the Midwest Regional Rail Initiative
and Minnesota Comprehensive Statewide Freight and Passenger Rail Plan
The need for expanded transportation options in this corridor is
based on the following elements:
Increase in population and employment in Rochester, the Twin
Cities Metropolitan Area, and Southeast Minnesota
Future travel demand
Limited direct connection opportunities for the Corridor
between Rochester and the Twin Cities
The development of world-class and internally recognized medical
facilities in Rochester, along with its agribusiness and high-tech
industrial base, makes the city a significant economic engine in the
north central United States. The Twin Cities, also a base of high-tech
industry, and the main transportation hub in the north central states,
marks the importance of economic intercourse between these cities.
Transportation connecting these cities is primarily based on the
private automobile with limited commercial transportation
[[Page 28014]]
options. The Mayo Clinic in Rochester draws patients and their
companions from around the nation and the world, and constitutes a
primary need for transportation options not based on the private
automobile. There is a growing need for travel, connectivity, and
transportation capacity between Rochester and the Twin Cities from
current and future economic growth.
Scoping Process: To ensure issues related to this proposal are
addressed and any significant impacts identified, comments and
suggestions regarding the scope of the Tier One EIS are invited from
all interested parties. Comments and suggestions concerning the
proposed action and the Tier One EIS should be directed to MnDOT at the
addresses above. Letters describing the proposed action and soliciting
comments will be sent to the appropriate Federal, State and local
agencies, Native American tribes and to private organizations who might
have previously expressed or who are known to have an interest in this
proposal. Federal agencies with jurisdiction by law or special
expertise with respect to potential environmental issues will be
invited to act as a Cooperating Agency in accordance with 40 CFR
1501.6.
MnDOT will lead the outreach activities, including public meetings,
newsletters, advisory group meetings, a project Web site
(www.goziprail.org), public open houses, stakeholder group meetings,
and other methods to solicit and incorporate public input throughout
the Tier One EIS process. Opportunities for public participation will
be announced through the Web site, mailings, notices, advertisements,
and press releases.
Issued in Washington, DC, on: May 7, 2013.
Corey Hill,
Director, Passenger and Freight Programs, Federal Railroad
Administration.
[FR Doc. 2013-11307 Filed 5-10-13; 8:45 am]
BILLING CODE 4910-06-P
