[Federal Register: April 8, 2004 (Volume 69, Number 68)]
[Notices]
[Page 18565-18569]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr08ap04-45]
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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