Carlin Corridor Impact Assessment3 1. Introduction 1.1 Project Background This report provides an analysis of potential impacts associated with construction of the Carlin Alignment,

Carlin Corridor Impact Assessment

Submitted to

Lander CountySubmitted by PARSONSBRINCKERHOFF

April 2005

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TABLE OF CONTENTS

1. INTRODUCTION...............................................................................................................3 1.1 PROJECT BACKGROUND ...................................................................................3 1.2 CARLIN ALIGNMENT ALTERNATIVES ...............................................................3

2. ENVIRONMENTAL IMPACTS..........................................................................................7 2.1 MINERAL RESOURCES.......................................................................................7 2.2 NOISE ...................................................................................................................9 2.3 CULTURAL RESOURCES....................................................................................9 2.4 LAND USE...........................................................................................................15 2.5 HYDROLOGY......................................................................................................16

2.5.1 Wetlands and Riverine Systems (Waters of the US) ...............................18 2.6 GROUND SUBSIDENCE ....................................................................................21 2.7 BIOLOGICAL RESOURCES ...............................................................................25

3. ECONOMIC IMPACTS ...................................................................................................27 3.1 CONCEPTUAL CAPITAL COST ESTIMATE ......................................................28

3.1.1 Costs for Structures and Other Construction Issues ...............................29 3.2 CONCEPTUAL OPERATING AND MAINTENANCE COSTS.............................30

LIST OF TABLES

Table 1-1 Carlin Alignment Alternatives........................................................................................4 Table 2-2 Private Property Impacts by Alternative.....................................................................16 Table 2-3 Impacts to Waterways and Hydrologic Features ........................................................20 Table 2-4 Potential Wetland Crossings (in linear miles) .............................................................21 Table 2-5 Threatened, Endangered, and Sensitive Species.......................................................26 Table 3-1 Estimated Operations and Maintenance Costs...........................................................31

LIST OF FIGURES

Figure 1-1 Carlin Alignment Alternatives.......................................................................................5 Figure 2-1 Crescent Valley Mine Resources................................................................................8 Figure 2-2 Major Mines ..............................................................................................................10 Figure 2-3 Crescent Valley Cultural Resources ..........................................................................13 Figure 2-4 Hydrologic Basins ......................................................................................................17 Figure 2-5 Cortez Gold Mine Subsidence ..................................................................................24

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1. Introduction

1.1 Project Background This report provides an analysis of potential impacts associated with construction of the Carlin Alignment, the Department of Energy’s (DOE) secondary preferred alternative for rail service to the nuclear waste repository at Yucca Mountain. DOE produced 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 FIES) in 2002. This report evaluated a mostly-truck transportation scenario and five rail transportation corridors in Nevada that could potentially provide access to the repository site. In December 2003 DOE published the Notice of Preferred Nevada Rail Corridor, which identified the Caliente corridor as the preferred alternative and the Carlin corridor as the secondary preference.

In July 2004 DOE issued a Record of Decision (ROD) and identified rail as the preferred transportation mode to Yucca Mountain. The ROD also identified the Caliente corridor as the preferred alternative. The Carlin corridor was not selected due the relatively greater amount of private land that would be impacted and the absence of infrastructure along much of the corridor. Although the Caliente corridor was selected for additional environmental and engineering analysis, this study is undertaken in anticipation that the Carlin corridor, DOE’s secondary preference, could be carried forward as a viable transportation corridor in the future. DOE has not eliminated the Carlin Route from consideration.

In this report, Section 2 of the assessment includes information about potential impacts and mitigation strategies related to mineral resources, noise, cultural resources, land use, hydrology, ground subsidence, and biological resources along the Carlin Alignment between Beowawe in Eureka County to the merge with the Caliente Alignment in Nye County. Section 3 provides conceptual cost estimates for the Carlin Alignment.

1.2 Carlin Alignment Alternatives

The Primary Carlin Alignment with six route alternatives was analyzed in the DOE FEIS. These alternatives include the Crescent Valley Alternative, Wood Prong Canyon Alternate, Rye Patch Alternate, Steiner Creek Alternate, Smoky Valley Alternate, and Monitor Valley Option. In this study, four additional options (Option A through D) designed to avoid or minimize environmental impacts are discussed. These options were based upon previous field investigation conducted in 2003 which sought to minimize potential impacts. The alternatives are shown in Figure 1.1 and described in Table 1.1.

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Table 1.1 Carlin Alignment Alternatives Alignment Alternatives Description

Primary Carlin Alignment 223.8 mile alignment between the UPRR mainline and the merge with the Caliente Alignment.

Crescent Valley Alternate 14.6 mile segment that extends east of the Dean Ranch to the Cortez Gold Mine.

Wood Spring Canyon Alternate 5.5 mile segment that follows a more direct path than the Primary Carlin Alignment but crosses steeper grades.

Rye Patch Alternate 25.3 mile segment that provides a link to the Smoky Valley Option and Monitor Valley Option.

Steiner Creek Alternate 5.7 mile segment that avoids crossing private lands on the Grass Valley Ranch.

Smoky Valley Option 15.1 mile segment that connects the Rye Patch Alternate to the Primary Carlin Alignment.

Monitor Valley Option 122.8 mile segment that crosses Monitor Valley rather than Big Smoky Valley.

Option A 10.8 mile segment that minimizes impacts to wetlands and private lands south of the UPRR connection in Beowawe.

Option B 17.2 mile segment that minimizes impact of ground subsidence and floodplain crossing of the Crescent Valley Alternate.

Option C 20.0 mile segment that minimizes impact of ground subsidence.

Option D 6.6 mile segment that minimizes impacts to wetlands.

Source: Parsons Brinckerhoff, 2004.

http://www.pbworld.com/default.asp

Begin Carlin Alignment

Option B

Option A

Crescent Valley Alternate

Primary CarlinAlignment

Option C

Wood Spring Canyon Alternate

Rye PatchCanyon Alternate

Option D

Steiner Creek Alternate

Smoky Valley Option

Monitor Valley Option

Primary Carlin Alignment

N y eN y e

L a n d e rL a n d e r

E u r e k aE u r e k a

State R

oute 278

State R

oute 278

3 Bars

3 Bars

United S

tates Hig

hway 50

United S

tates Hig

hway 50

State R

oute 305S

tate Route 305

Sta

te R

oute

8A

Sta

te R

oute

8A

Antelope V

alley

Antelope V

alley

State

Route

2

State

Route

2

Bel

mon

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elm

ont

Sta

te R

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21

Sta

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Hill Top

Hill Top

Gra

ss V

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Gra

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11th11thRoberts C

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7th7th

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Buckhorn

Dia

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Hilltop

Hilltop

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Union S

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rown

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SpaSpa

St R

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St R

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Gar

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s

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Moiarelli Mine

Buffalo V

alleyB

uffalo Valley Jess K

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ight

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Fillipini

Fillipini

McCoy M

ineMcC

oy Mine

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Brides WellsBrides Wells

Elkhorn

Elkhorn

StoneStone

Carico Lake

Carico Lake

Coun

ty R

oad

121

Coun

ty R

oad

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Caric

o Vall

ey

Caric

o Vall

ey

9th9th

Diamond Mine

Diamond Mine

Belm

ont

Belm

ont

Grass Valley

Grass Valley

Carlin Rail Alignment

Project Location

0 5 102.5 Miles

Figure 1.1A

County

AlignmentsProposed Options


DOE Options/Alternates

Other DOE Alignments



Option D

Junction with Caliente Corridor

CalienteAlignment

N y eN y e

L a n d e rL a n d e r E u r e k aE u r e k a

E s m e r a l d aE s m e r a l d a

Frem

ont

Frem

ont

State R

oute 89

State R

oute 89

Nivloc

Nivloc

Grand ArmyGrand Army

Sta

te R

oute

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Sta

te R

oute

21

Sta

te R

oute

82

Sta

te R

oute

82

Natl F

orest D

evelop

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Natl F

orest D

evelop

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State Route 8A

State Route 8A

Silver Peak

Silver Peak

Uni

ted

Stat

es H

ighw

ay 6

Uni

ted

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es H

ighw

ay 6

Pow

erlin

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ower

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Sta

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oute

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Sta

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A R 504

A R 504

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9 Mile

Northumberland

Northumberland

TwinTwin

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Natl Forest Develop Road 164

Natl Forest Develop Road 164

FF

Sta

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844

Sta

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844

Sm

oky

Sm

oky

Paym

aster

Can

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Paym

aster

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Natl Forest D

evelop Road 127

Natl Forest D

evelop Road 127

Natl Forest Develop Road 017Natl Forest Develop Road 017

Silverpe

ak

Silverpe

ak

Natl Forest D

evelop Road 501

Natl Forest D

evelop Road 501

Scott

Scott

New Moores CreekNew Moores Creek

F D 162

F D 162

Rad

arR

adar

Montezum

a Well

Montezum

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San AntoneSan Antone

4th

4th

Mill Canyon

Mill Canyon

Old HayOld Hay

June Canyon

June Canyon

Wee

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Wee

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Yehnen R

oad 2Y

ehnen Road 2

State R

oute 82S

tate Route 82

State R

oute 376

State R

oute 376

United States H

ighway 6

United States H

ighway 6

Sta

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82

Sta

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Project Location

0 5 102.5 Miles

Figure 1.1B

County





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2. Environmental Impacts

This section describes potential environmental impacts that could result from construction of the Carlin Rail Alignment in Eureka, Lander, Nye, and Esmeralda Counties. Issues considered include mineral resources, noise, cultural resources, land use, ground subsidence, hydrology, and biological resources.

2.1 Mineral Resources

The Carlin Alignment traverses northern and central Nevada counties rich in mineral resources. Substantial mineral extraction and exploration activities occur in the Crescent Valley located in Lander and Eureka Counties.

The primary mineral extraction activity in Crescent Valley, the Cortez Gold Mine, began operations in 1968 and is the oldest continuously operating gold mine in the state. The mine employs 385 full time employees, and produced 1.1 million ounces of gold in 2002. Mine developments include the original Cortez Gold Mine, Gold Acres, and the Pipeline/South Pipeline area. The Horse Canyon/Cortez exploration area is planned for future development. Cortez mining operations are projected to continue beyond 2020. These areas are shown in Figure 2-1.

During a July 2004 meeting with staff from the Cortez Gold Mine, it was indicated that the Cortez Gold Mine operations would not be adversely impacted by operation of the railroad if appropriate design and traffic management measures are implemented.

The Carlin Alignment would cross mine haul roads within the Cortez Gold Mine area. The crossing panel at these locations would have to be of higher strength to withstand the massive weight of mine trucks. Bells and flasher warning devices would be used within extended signal warning time to allow for the longer stopping distance of the mine trucks. Due to the height of the mine truck cabs, an additional flashing device should be provided on a higher mast than recommended in the Manual of Uniform Traffic Control Devices. Maximum speeds approaching intersections would be noted on sign posts and in the railroad’s time table.

Cortez Gold Mine staff indicated that no grade separation would be required because of the low level of projected train traffic. If changes occur and train traffic is projected to exceed the current estimates of two trains per day, a study should be conducted of the need for and feasibility of a grade separated crossing. A traffic management plan should be developed for the Cortez Gold Mine area to address both temporary closures and rerouting due to construction and the long term needs of the mine and DOE.

The Smoky Valley Common Operation, which produces gold and silver and is operated by Round Mountain Gold Corporation, is located in Nye County east

Land

er C

o

Eur

eka

Co

Pipelin/South Pipeline Project


Option A


Option B

Horse Canyon Exploration Area

Cortez Mine

Gold Acres

Waste Rock Dumps

Open Pit

Tailings Disposal Facility

South Area Heap Leach

Mill Site

Indian Creek

Indian Creek

Willow Creek

Willow Creek

Horse C

anyon

Horse C

anyon

Fourm

ile Canyon

Fourm

ile Canyon

Tub S

prin

g Gulc

h

Tub S

prin

g Gulc

h

Brock C

anyon

Brock C

anyon

Feris C

reek

Feris C

reek

Dry CreekDry Creek

Mule Canyon

Mule Canyon

Mud Spring Gulch

Mud Spring Gulch

Horse Creek

Horse Creek

Indian Creek

Indian Creek

County Road 106

County Road 106

DannaDanna

306

Corte

z Can

yonC

ortez C

anyon

Spa

Spa12th12th

RockyRocky

CobbleCobble

Pol

eP

ole


Crescent Valley Mine Resources

Alignment

Proposed Options




Hydrology

Perennial Stream

Cortez Mine and Exploration Areas

Mine Areas

Pipeline Project Facilities

County

Flood ZoneInundated by 100-year Flood

0 1 20.5 Miles

Figure 2.1

8

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of State Route 376. This mine area is over 7,000 acres in size and operates an open pit heap-leach facility. The Round Mountain Gold Corporation is exploring the Gold Hill Project, a large area containing gold mineralization approximately 4 miles north of the Smoky Valley Common Operation. The Primary Carlin Alignment is located directly north and east of the Round Mountain Gold Corporation mining areas.

Major mines near the project corridor in Esmeralda County include Silver Peak Operations, which produces lithium compounds, and the Mineral Ridge Mine, which produces gold and silver. Active mining sites as documented in the 2003 Major Mines of Nevada are shown in Figure 2.2. Additional information about mining activity in the project corridor is available in the following reports by Ann Carpenter:

• Lander County Mineral Impact Assessment Crescent Valley Area-Update Along the Department of Energy (DOE) Yucca Mountain Project-Proposed Rail Corridor, October 2004.

• Lander County Mineral Impact Assessment Carlin Rail Corridor, 2003

2.2 Noise The analysis of potential noise effects of the project focused on changes in noise levels caused by rail operations and affecting noise-sensitive land uses. The noise screening procedure is used to define the area of project noise influence and determine if there are any noise-sensitive land uses present. If no noise-sensitive land uses are present, then no further noise assessment is necessary.

A screening distance of 750 feet from the center line on both sides of the proposed alignment was used as the project area of noise influence. The 750-foot screening distance is the largest specified for a fixed guideway system in the FTA Transit Noise and Vibration Impact Assessment Manual, and is used as the screening distance for freight and commuter rail mainlines. No noise-sensitive land uses were found within the area, so no further noise assessment is necessary. Maps documenting the absence of structures in the alignment corridor are provided in the Appendix.

2.3 Cultural Resources

Section 106 of the National Historic Preservation Act of 1966, as amended (16 U.S.C Section 470f), protects properties that are listed in or determined eligible for inclusion in the National Register of Historic Places (NRHP). The Act requires Federal agencies to take into account the effects of their undertakings on historic properties and to afford the Advisory Council on Historic Preservation (ACHP) a reasonable opportunity to comment on such undertakings. The requirements of Section 106 are implemented under Title 36, Section 800 of the Code of Federal Regulations (36 CFR 800), “Protection of Historic Properties.”

As stated in the DOE FEIS Section 3.2.2.1.5, DOE is implementing a 1988 Programmatic Agreement with the Advisory Council on Historic Preservation

Carlin

Caliente

305

278

2

37621

361

69

376

773

6

6

375

82

89

N y eN y e

L a n d e rL a n d e r

W h i t e P i n eW h i t e P i n e

P e r s h i n gP e r s h i n g

E u r e k aE u r e k aC h u r c h i l lC h u r c h i l l

M i n e r a lM i n e r a l


80

50

State Route 89

State Route 89

Nivloc

Nivloc

306

Grand ArmyGrand Army

Frem

ont

Frem

ont

Silver Peak

Silver Peak

95

Poleline

Poleline Round Mountain Gold Mine

Planned Gold Hill Project

Cortez Gold Mine


Major MinesFigure

2.2

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to address the Department’s responsibilities under Section 106 of the National Historical Preservation Act. DOE will negotiate a new programmatic agreement to cover cultural resources requirements for any selected Nevada transportation corridor. The FEIS states that additional field studies will be conducted to evaluate the condition of cultural and historic resources, the character of impacts, and the effort required to mitigate the impacts. The determination of impacts and required mitigation will be established by DOE and the Advisory Council on Historic Preservation under the new programmatic agreement. This section reviews existing studies to describe cultural resources that could potentially be affected by the Carlin Alignment.

Northern and central Nevada contain a wealth of resources associated with Native American traditions that are of cultural and religious importance. The National Park Service defines a traditional cultural property as “one that is eligible for inclusion in the National Register because of its association with cultural practices or beliefs of a living community that (a) are rooted in that community’s history, and (b) are important in maintaining the continuing cultural identify of the community.” To be eligible for the National Register of Historic Places, a property must be at least 50 years old and meet at least one of the following criteria:

• Association with events that have made a significant contribution to broad patterns of history

• Association with culturally significant individuals

• Embody the distinctive characteristics of a type, period or method of construction

• Have yielded or continue to yield information about the past.

Multiple sites in Crescent Valley were identified in the Report on Ethnographic Study Conducted to Facilitate Consultation with Western Shoshone Tribal Governments of Central Nevada for the Sierra Pacific Power Falcon to Gonder 345 KV Transmission Line. This study resulted in the recommendation of the following sites for inclusion in the National Register of Historic Places:

• The Geysers – The Geysers is a geothermal feature in Crescent Valley that is part of a network of hot springs and steam vents in Crescent Valley. The Geysers are important to Western Shoshone creation stories and are used for cultural observances and other traditional uses. The Geysers are located north of the Carlin Alignment.

• Dean Ranch Rabbit Drive and Resource Area – In the Western Shoshone tradition, rabbit drives occurred during the fall and were an important communal activity and food source. During the drives, nets made from plant fibers that were about 3 feet wide and up to 600 yards long were placed in a half circle. Entire tribes would gather to drive rabbits from the brush into the nets by beating the bushes and

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making loud noises. The Primary Carlin Alignment is located west of the Dean Ranch Rabbit Drive and Resource Area, and the Crescent Valley Alternate traverses the area.

BLM personnel have also advised that the Mount Tenabo, While Cliffs, and Horse Canyon areas are considered sacred to the local Western Shoshone. These resources are located approximately four miles south of the Carlin Alignment. BLM is coordinating with the Nevada State Historic Preservation Office in regard to eligibility of these areas for inclusion in the National Register of Historic Places. Detailed information about these areas is considered highly confidential and is on file at the Elko and Battle Mountain BLM Field Offices.

NRHP eligible sites are shown in Figure 2-3. Other areas of importance, though not eligible for the National Register, include pinion pine areas or groves in the pediment area and Shoshone Camp. The Shoshone Camp study area and wells includes the pediment use area along the western front of Mount Tenabo. This area includes seasonal campsites and burial sites.

During environmental analysis of the Falcon to Gonder transmission line in Crescent Valley, Western Shoshone tribal representatives expressed concerns about the cumulative degradation of cultural and natural resources resulting from continued development of public lands. Any action by DOE would require coordination and consultation with BLM, the Nevada State Historic Preservation Office, representatives of the Western Shoshone, and other stakeholders.

The DOE FEIS indicates that there are 21 sites in the Carlin Alignment that are potentially eligible for the National Register of Historic Places. There are 26 sites that have not been evaluated, and an approximate total of 110 total recorded historic sites in the corridor. A comprehensive list of these sites is not provided. A list of historic period linear paths and a description of their approximate locations in the project area are shown in Table 2.1.

Land

er C

o

Eur

eka

Co


Option A


Option B

Indian Creek

Indian Creek

Willow Creek

Willow Creek

Horse C

anyon

Horse C

anyon

Fourm

ile Canyon

Fourm

ile Canyon

Tub S

prin

g Gul

ch

Tub S

prin

g Gul

ch

Brock Canyon

Brock Canyon

Feris C

reek

Feris C

reek

Dry CreekDry Creek

Mule C

anyon

Mule C

anyon

Mud Spring Gulch

Mud Spring Gulch

Indian Creek

Indian Creek

Hill Top

Hill Top

DannaDannaCounty Road 106

County Road 106

SpaSpa

Buckhorn

Buckhorn

Stat

e R

oute

306

Stat

e R

oute

306

Frenchie

Frenchie

8th8th

10th10th

Cor

tez

Can

yon

Cor

tez

Can

yon Quar

tzQuartz

2nd2nd

PresidentialPresidential

Pioneer Pass

Pioneer Pass

Sky

line

Sky

line

PebblePebble

Cre

scen

t

Cre

scen

t

WesternerWesterner

Ma

rtin

Ma

rtin

Pol

eP

ole

Bea

con Lig

htB

eaco

n Light H

illH

ill

Fron

tFr

ont

Beac

on Li

ght

Beac

on Li

ght

Indian Creek

Indian Creek

Rock C

reekR

ock Creek

Cottonw

ood Creek

Cottonw

ood Creek

Cor

ral C

anyo

n

Cor

ral C

anyo

n

Fire CreekFire Creek

East Fork Rock Creek


Corral

Canyon

Corral

Canyon


Crescent Valley Cultural Resources

Cultural Resources

Alignment

Proposed Options




Hydrology

County

Flood ZoneInundated by 100-year Flood

0 1 20.5 Miles

Figure 2.3

The Geysers

Rabbit Drive and Resource Area

Mt. Tenabo/White Cliffs

General AreaShoshone Wells

Locations are Approximate

Horse Canyon

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Table 2.1 Historic Trails

Linear Property General Location Alignment Affected

California Emigrant Trail (1840s)

Follows Humboldt River through Crescent Valley; branch passes south of the river east of Beowawe and west of Gravelly Ford.


Western Pacific Railroad (1907)

Passes south of the Humboldt River in northern Crescent Valley. Primary Carlin Alignment

Salt Lake to San Francisco Transcontinental Airways Route (1920s-1940s) and Parran to Beowawe Cutoff (1928-1929)

Generally follows Western Pacific Railroad and Humboldt River through northern Crescent Valley.


Jedidiah Smith Exploration Route (1827)

Crosses east/west through southern Monitor and Big Smoky Valleys in vicinity of Belmont.


John C. Fremont Military Reconnaissance Route (1845-1846)

SE Lander County and through Big Smoky Valley. Big Smoky Valley Option

James Simpson Federal Wagon Road Route Survey (1859)

East/west route from Hickison Summit north of Highway 50.

Carlin Primary Alignment and Monitor Valley Option

Pony Express Trail (1861)

East/west routhee through southern part of Rye Patch Canyon; stations located in Simpson Park to the west and Dry Creek to the east.

Carlin Primary Alignment, Rye Patch Alternate, Monitor Valley Option

Pacific Telegraph Line (1861) Generally follows Pony Express Trail. Primary Carlin Alignment and Rye Patch Alternate

Butterfield Overland Mail and Stage Route (1861)

Generally follows the James Simpson route.

Carlin Primary Alignment and Rye Patch Alternate

Lincoln Highway (1920s) Generally follows Highway 50 corridor.

Carlin Primary Alignment, Rye Patch Alternate, and Monitor Valley Option

Source: Additional Cultural Resources Baseline Data for the Yucca Mountain Nevada Transportation Scenario, by Paul R. Nickens, Pacific Northwest National Laboratory and William T. Hartwell, Dert Research Institute.

http://www.ocrwm.doe.gov/documents/feis_2/refs.htm

15

In addition to these linear cultural resource properties that are intersected by the alignment corridors, the FEIS notes the presence of historic mining districts and historic ranches in Crescent, Grass, Big Smoky, and Monitor Valleys.

2.4 Land Use

Land traversed by the Carlin Alignment is primarily public land managed by the Bureau of Land Management (BLM). All land traversed by the Carlin Alignment is vacant and therefore no structures, residences, or businesses would be displaced. For the entire Primary Carlin Alignment, 9.9 miles (4 percent of the alignment) would traverse private property. Private property in the corridor is located primarily in Crescent Valley, where a checker board pattern of public and private land ownership exists. Approximately 9.1 miles of private property in this area would be traversed by the Primary Carlin Alignment, comprising 90 percent of all private land impacts in the corridor.

The privately owned Grass Valley Ranch would be traversed by the Primary Carlin Alignment and Option D. The Rye Patch Alternate would avoid impacts to the ranch property. Maps depicting the location of private property are available in the Appendix, and a table summarizing the potential impacts to private land is provided in Table 2.2.

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Table 2.2 Private Property Impacts by Alternative

Alignment Miles of Private Land Crossed by Each Alignment Variation

Primary Carlin 9.9

Crescent Valley Alternate 11.6

Wood Spring Canyon Alternate 9.9

Rye Patch Alternate 9.0

Steiner Creek Alternate 9.9

Smoky Valley Alternate 9.9

Monitor Valley Option 9.9

Option A 8.2

Option B 13.4

Option C 9.6

Option D 9.9 Source: Parsons Brinckerhoff, 2004.

2.5 Hydrology

This analysis identifies the major drainage basins in the study area based on the Nevada State Engineer’s map of Designated Groundwater Basins and hydrologic features that would be traversed by the alignment. More detailed hydrology modeling will be needed to establish peak flows and determine precise location and size of culverts and bridges. This would incorporate field surveys of soil and vegetation types, and National Oceanic and Atmospheric Administration (NOAA) Atlas 2 data about rainfall intensity and duration. A study of hydrologic characteristics in Lander County is available in the Hydrology Along the Proposed Rail Spur Through Lander County, January 2000.

Hydrological basins affected by the primary and recommended alignments, as shown in Figure 2-4, include the following:

• Crescent Valley

• Carico Lake Valley

• Grass Valley

• Big Smoky Valley

• Alkali Spring Valley

Railroad ValleyRailroad Valley

Dixie ValleyDixie Valley

Hot CreekHot Creek

Gabbs ValleyGabbs Valley

Big Smoky ValleyBig Smoky Valley

Pine ValleyPine Valley

Big Smoky Valley

Big Smoky Valley

Imlay AreaImlay Area

Ralston Valley

Ralston Valley

Kobeh ValleyKobeh Valley

Long ValleyLong Valley

Newark Valley

Newark Valley

Stone Cabin Valley

Stone Cabin Valley

Diamond Valley

Diamond Valley

Smith CreekSmith Creek

Crescent Valley

Crescent Valley

Grass ValleyGrass Valley

Upper Reese River Valley

Upper Reese River Valley

Huntington ValleyHuntington Valley

Grass ValleyGrass Valley

Ione ValleyIone Valley

Railroad ValleyRailroad Valley

Lovelock ValleyLovelock Valley

Buena Vista ValleyBuena Vista Valley

Monitor Valley

Monitor Valley

Garden ValleyGarden Valley

Monitor Valley

Monitor Valley

Cactus FlatCactus Flat

Little Smoky Valley

Little Smoky Valley

Antelope Valley

Antelope Valley

Antelope Valley

Antelope Valley

Little Smoky ValleyLittle Smoky Valley

Lower Reese River Valley

Lower Reese River Valley

Carico Lake Valley

Carico Lake Valley

Little Fish Lake ValleyLittle Fish Lake Valley

Edwards Creek ValleyEdwards Creek Valley

Pleasant ValleyPleasant Valley

Alkali Spring Valley

Alkali Spring Valley

Monte Cristo Valley

Monte Cristo Valley

Soda Spring Valley

Soda Spring Valley

Middle Reese River Valley

Middle Reese River Valley

Jersey ValleyJersey Valley

Lovelock ValleyLovelock Valley

South Fork AreaSouth Fork AreaWhirlwind

ValleyWhirlwind

Valley

Marys Creek Area

Marys Creek Area

Little Smoky ValleyLittle Smoky Valley

Stevens BasinStevens Basin

N y eN y e

L a n d e rL a n d e rE u r e k aE u r e k a

E l k oE l k oP e r s h i n gP e r s h i n g

C h u r c h i l lC h u r c h i l l

W h i t e P i n eW h i t e P i n e

M i n e r a lM i n e r a l


L i n c o l nL i n c o l n

H u m b o l d tH u m b o l d t


Hydrologic Basins

0 10 205 Miles

Figure 2.4





County

Hydrologic Basins

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Monitor Valley and Ralston Valley would be traversed by the Monitor Valley Alternate.

Railroad drainage structures typically vary from 18 inch diameter pipe culverts to large bridges. The alignment crosses alluvial fans, which generally have continuously changing flow patterns with each precipitation event. Additional dikes, channelization, or culverts may be necessary to address hydrological conditions on alluvial fans.

Photo by Gary Thompson, Las Vegas Review Journal, January 13, 2005. Trail derailment due to flooding in the Meadow Valley Wash about 40 miles south of Caliente.

2.5.1 Wetlands and Riverine Systems (Waters of the US)

Waters of the US are defined as those waters that are currently used, were used in the past, or may be susceptible to use in interstate or foreign commerce, including all waters subject to the ebb and flow of the tide and all interstate waters. This includes territorial seas, tidal waters, and non-tidal waters. This definition also includes all other waters such as intrastate lakes, rivers, streams (including intermittent and ephemeral streams), mudflats, sandflats, wetlands, sloughs, prairie potholes, wet meadows, playa lakes and natural ponds (33 CFR 328.3).

Wetlands are those areas that are inundated or saturated by surface or ground water at a frequency and duration sufficient to support, and that under normal circumstances do support, a prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include swamps, marshes, bogs and similar areas (40 CFR 230.3). Wetlands help regulate water levels within watersheds; improve water quality; reduce flood and storm damages; provide important fish and wildlife habitat; and support hunting, fishing, and other recreational activities.

Section 404 of the Clean Water Act, as amended, regulates the discharge of dredge and fill material into waters of the US, including wetlands. The USACE has jurisdiction over wetlands if they are a water of the US or are adjacent to waters of the US.

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Section 401 of the Clean Water Act, as amended, directs that any applicant for a Federal license or permit to conduct any activity which may result in discharge into a jurisdictional water must obtain certification from the State that such discharge will comply with state water quality standards. In Texas, the TCEQ enforces state water quality standards, and conducts 401 certification reviews of Section 404 permit applications.

Executive Order 11990 requires Federal agencies to avoid and minimize, to the extent possible, the long and short-term adverse impacts associated with destruction, or modification of wetlands, as well as direct or indirect support of new construction located in wetlands, wherever there is a practical alternative.

Wetlands and riverine systems in the Carlin Alignment project corridor were identified based on US Geological Survey (USGS) topographic maps, US Fish and Wildlife Service (USFWS) National Wetland Inventory (NWI) maps,

and geographic information systems (GIS) data from the Bureau of Land Management and US Census Bureau.

All of the alignments traverse surface hydrologic features, including perennial and intermittent streams and washes. Jurisdictional widths likely vary depending on drainage area within any particular watershed. The number of perennial streams, named intermittent streams, and unnamed hydrologic features are shown in Table 2.3. Impacted waterways are identified in the project corridor maps in the Appendix.

Calculation of wetlands impacts are based on USFWS NWI data, and are referred to as potential wetlands because they have not been field-verified. According the NWI, the DOE’s Primary Carlin Alignment traverses approximately 5.1 linear miles of potential wetlands. These potential wetlands occur south of Beowawe in Eureka County and in central Nye County near SR 376 and SR 69. The potential wetland areas in Eureka County (totaling 4.3 miles) are mapped as palustrine, scrub-shrub (PSS) which are areas typically dominated by shrubs. Option A is an avoidance alternative that minimizes impacts to potential wetlands in northern Crescent Valley, impacting 0.12 linear mile in this area. The potential wetland areas in Nye County (totaling 0.35 mile) are mapped as palustrine, emergent (PEM) which are areas dominated by herbaceous species. Option D avoids these wetlands by shifting slightly eastward. The Monitor Valley Option also avoids these potential wetlands.

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Table 2.3 Impacts to Waterways and Hydrologic Features

Alignment Perennial Stream Crossings

Intermittent Stream/Wash

Crossings (Named)

Intermittent Stream/Wash

Crossings (Unnamed)

Primary Carlin 4 14 152

Crescent Valley Alternate 4 13 149

Wood Spring Canyon Alternate 4 14 149

Rye Patch Alternate 2 16 172

Steiner Creek Alternate 4 12 151

Smoky Valley Alternate 4 12 151

Monitor Valley Option 3 13 185

Option A 4 14 153

Option B 4 13 149

Option C 5 14 153

Option D 4 14 155

Source: Parsons Brinckerhoff, 2004

Of the DOE alternate alignments, only the Crescent Valley Alternate traverses additional potential wetlands as mapped by the NWI. The Crescent Valley Alternate would cross two potential wetlands north of the Cortez Gold Mine. These areas are mapped as lacustrine, littoral, unconsolidated shore (L2US) and palustrine, scrub-shrub (PSS). The summary of potential wetland impacts by alternative is shown in Table 2.4

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Table 2.4 Potential Wetland Crossings (in linear miles)

Alignment

Potential Wetlands South of Beowawe (Eureka County)

Potential Wetlands North of

Cortez Gold Mine (Eureka

County)

Potential Wetlands

Near SR 376 and SR 69

(Nye County)

Total Potential Wetland

Crossings

Primary Carlin 4.78 0 0.35 5.13

Crescent Valley Alternate 4.78 0.81 0.35 5.94

Wood Spring Canyon Alternate 4.78 0 0.35 4.82

Rye Patch Alternate 4.78 0 0.35 5.13

Steiner Creek Alternate 4.78 0 0.35 5.13

Smoky Valley Alternate 4.78 0 0.35 5.13

Monitor Valley Option 4.78 0 0 4.78

Option A 0.12 0 0.35 0.47

Option B 4.78 0.97 0.35 6.10

Option C 4.78 0 0.35 5.13

Option D 4.78 0 0 4.78

Source: Parsons Brinckerhoff, 2004.

2.6 Ground Subsidence Land subsidence due to groundwater pumping in the Cortez Gold Mine occurs in southern Crescent Valley. Impacts of dewatering are described in the Cortez Gold Mine’s Pipeline/South Pipeline Pit Expansion Project Supplemental Environmental Impact Statement (SEIS). This report indicates that the land surface is subsiding (settling) and expected to subside further due to ongoing withdrawal of water from an aquifer consisting of unconsolidated sediments. Water has been withdrawn at an average rate of 20,000 gallons per minute (gpm) over the last 6 years, and the rate is expected to rise to a maximum of 34,500 gpm. Withdrawal of water and consequent lowering of the water table increases effective stresses in the sediments resulting in consolidation of the sediments and consequently, subsidence. As is to be expected, subsidence is more pronounced in fine

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grained sediments (clays) and the magnitude of subsidence decreases with increasing distances from the central pumping location.

Subsidence of the level anticipated in Crescent Valley, if smoothly distributed, is generally a relatively minor issue. However, very often, subsidence is not smoothly distributed due to variability in the thicknesses and compressibility characteristics of the unconsolidated sediments over relatively short distances. Such situations may occur in areas of bedrock highs or due to presence of finer grained sediments near the center of the basin with coarse grained sediments typically located closer to the mountain fronts.

Irregularities in subsidence due to differential compaction are often manifested by the development of fissures. Localized fissures may also develop due to presence of underlying faults in the bedrock. Newly induced fissuring in the alluvium has the potential for altering surface drainage patterns, resulting in ponding. Changes in surface drainage patterns may also initiate erosion and consequent formation of deep, wide fissure gullies. The fissure gullies, if not checked, could potentially damage a rail alignment.

The proposed railway alignment alternatives for the Carlin alignment pass within 1.5 miles of the present and proposed future Cortez Gold Mine pits. The Crescent Valley area geology described in the SEIS indicates alluvium thicknesses of 50 to 80 feet on the western pit wall and 350 to 380 feet thick on the eastern pit wall. An analysis of hydrolithology of the area in Section 4.3 of the SEIS indicates the presence of deposits of alluvial fans, landslides, stream flood plains, and playas. The saturated thickness of the alluvium varies from 90 feet at the open pit to over 700 feet at a distance of one mile east of the pit. The playa deposits are particularly significant in that they consist of silts and clays, ranging in thicknesses of 15 to 80 feet. The alternative alignments pass over alluvial flat remnants, fan piedmonts and fan remnants. The soils consist of silt loam or silt clay loam, with occasional presence of fine sandy loam to silty clay. The soil is described as moderately well drained to well drained.

The fine-grained saturated alluvium soils are considered vulnerable to large subsidences and consequently to a high potential for the development of fissures. In fact, extensive fissuring has been noted in an area approximately 7000 feet south of the southern edge of the open pit (see Section 2.3 of the SEIS for the Pipeline/South Pipeline Pit Expansion Project). The area, currently referred to as Windmill Fissures, is approximately 5,000 feet long and 1,500 to 2,000 feet wide. The observable fissure complex is composed of multiple prominent discontinuities with many subordinate cracks, potholes and depressions. The fissures have in all probability been formed by the excessive horizontal tensile strains due to differential ground movements induced by the ongoing Cortez Mine dewatering activity. Additionally, the presence of bedrock contrasts and possible faulting in the area may be inferred from the soil borings and geophysical data, which increases the potential for forming fissures.

An extensive analytical effort was undertaken as part of the SEIS to assess the effects of pumping on the groundwater table and the resulting subsidence

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due to the drawdown. The drawdown contours form the analyses for the maximum extent of pumping. The maximum drawdown is about 1,400 feet – a 10 to 20 foot drawdown is shown over 5 miles away. The variability of the aquifer and hydraulic characteristics is evident from the drawdown contours. The predicted subsidences from the analyses are presented in Figure 2-5. Here also, the variability of the mechanical and hydraulic characteristics of the alluvial soils is evident from the contours. The ground may subside up to 4 feet nearest to the pit, with subsidence up to 2 feet predicted to occur 4 miles away. Large subsidence differences over short distances (steep subsidence gradients) potentially are causes for fissure development, particularly if clayey soils are involved. In general, other than very near the pit, the steepest gradients are present in a narrow strip south of the pit, extending in a northeast-southwesterly direction, and along the southern edges of the valley. The Windmill fissures (discussed earlier) appear to be located in the narrow strip south of the pit.

The Carlin Primary alignment is 3 miles south of the pit at its maximum future extent, turning northwards approximately 3.5 miles east of the pit. For most of the alignment, the subsidence contours are regular, reflecting a relatively uniform subsidence pattern. Maximum subsidence along the Carlin Primary alignment is about 2.6 feet; gradients are less than 6 inches per mile for most of the route. Thus, minimal problems are expected for the major portions of the alignments. It appears from the figure for subsidences, however, that there is a small portion (1-2 miles) of the alignment, south of the pit, near the basin fill-bedrock contact, where the subsidence grades are considerably steeper (2.5 feet per mile). The subsidence gradients in the area are similar to those in the Windmill fissures area and thus, significant potential for subsidence generated fissures exists in this portion of the alignment. A slight realignment of the route in this area may slightly reduce the fissure forming potential, but cannot totally eliminate the possibility.

Horse Canyon Exploration Area

Cortez Mine

Gold Acres

Waste Rock Dumps

Open Pit

Tailings Disposal Facility

South Area Heap Leach

Mill Site

Co

108A

Co

108A

Co 22

5

Co 22

5

Co 110

Co 110

Co 106 / Hilltop Road

Co 106 / Hilltop Road

Co

106B

Co

106B

Co 108B

Co 108B

Co 107Co 107

Co 108B

Co 108B

Elder C

reekE

lder Creek

Indian Creek

Indian Creek

Feris CreekFeris Creek

Corral

Canyon

Corral

Canyon

Fourm

ile Canyon

Fourm

ile Canyon

Tub S

prin

g Gul

ch

Tub S

prin

g Gul

ch

Black Rock Canyon

Black Rock Canyon

Willow Creek

Willow Creek

Mud Spring Gulch

Mud Spring Gulch

Rosebud GulchRosebud Gulch



Horse CanyonHorse Canyon

Indian Creek

Indian Creek

Cor

ral C

anyo

n

Cor

ral C

anyo

n


Subsidence and Fissure Areas

0 1 20.5 Miles

Figure 2.5

Alternatives

Proposed Options




Known Fissures

Hydrology

County Roads

Cortez Mine and Exploration Areas

County

Flood Zone

Potential Area for New Fissures

Potential Subsidence Area

Inundated by 100-year Flood

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A comprehensive plan should be in place to monitor the appearance of fissures in the vicinity of the railway lines, so that appropriate precautionary remedial measures may be taken. If fissure gullies are seen to develop, they should be backfilled using a relatively coarse grained permeable material, which would provide a rapid means of dissipation for any surface water entering the fissure.

2.7 Biological Resources

Biological resources include the native and introduced plants, animals, and vegetative communities within the study area. The proposed project is located in the Great Basin ecoregion, known as the Central Basin and Range. This ecoregion is characterized by lower valleys, consisting of salt tolerant shrubs and playas, and higher valleys and slopes, with expanses of sagebrush, other shrubs, and mixed grasses. Pinyon-juniper and pinyon-conifer are the prevailing woodlands in large portions of lower elevation mountain slopes and ranges.

In accordance with the Executive Memorandum of August 10, 1995, all agencies shall comply with the National Environmental Policy Act as it relates to vegetation management and landscape practices for all federally assisted projects. The Executive Memorandum directs that, where cost-effective and to the extent practicable, agencies should (1) use regionally native plants for landscaping; (2) design, use, or promote construction practices that minimize adverse effects on the natural habitat; (3) prevent pollution by, among other things, reducing fertilizer and pesticide use; (4) implement water-efficient and run-off reduction practices; and (5) create demonstration projects employing these practices. Landscaping included with this project would be in compliance with the Executive Memorandum and the guidelines for environmentally and economically beneficial landscape practices.

The project is located on the following USGS 7.5-Minute Quadrangle Maps: Crescent Dunes, Crescent Valley, Carvers SE, Carvers NE, Belmont West, Dianas Punch Bowl, Pine Creek Ranch, Beowawe, Henry’s Well, San Antonio Ranch, Big Ten Peak West, Big Ten Peak East, Wildcat Canyon, Mud Lake NW, and Cape Horn of Nevada.

A review of the State of Nevada Department of Conservation and Natural Resources Natural Heritage Program, indicates that there are 39 known occurrences of rare vegetation series or threatened/endangered or sensitive species within one to five miles of the proposed project area; however, only twenty-three of those occurrences of species were sighted within the study area corridor. Table 2.4 lists the 21 species noted by the Natural Heritage Program.

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Table 2.5 Threatened, Endangered, and Sensitive Species

Scientific Name Common Name Federal Status State Status

BLM Status

USFS Status

# of Occurrences

Plants Mentzelia candelariae Candelaria blazingstar -- R -- -- 3 Asclepias eastwoodiana Eastwood milkweed C2 -- N S 3 Cymopterus ripleyi var. ripleyi Ripley biscuitroot -- ER -- -- 1 Cymopterus ripleyi var. saniculoides

Sanicle biscuitroot C2 -- NC -- 1

Astragalus serenoi var. sordescens

Squalid milkvetch -- R -- -- 3

Astragalus pseudiodanthus Tonopah milkvetch -- -- C W 3 Astragalus toquimanus Toquima milkvetch -- -- N S 1 Oxytheca watsonii Watson spinecup -- R -- -- 2 Birds Mycteria americana Wood stork LE YES S -- 1 Snails Tryonia monitorae Monitor tryonia -- ER -- -- 2 Pyrgulopsis sterilis Sterile basin springsnail -- ER -- -- 2 Invertebrates Aegialia crescenta Crescent Dunes aegialian scarab C2 -- N -- 1 Serica ammomenisco Crescent Dunes serican scarab C2 -- N -- 1 Polites sabuleti nigrescens Dark sandhill skipper -- R -- -- 1 Limenitis archippus lahontani Nevada viceroy C2 -- -- -- 2 Polites sabuleti basinensis Pallid skipper -- R -- -- 1 Mammals Brachylagus idahoensis Pygmy rabbit C2 YES N -- 2 Thomomys bottae curtatus San Antonio pocket gopher C2 -- N -- 1 Fish Rhinichthys osculus lariversi Big Smoky Valley speckled dace -- YES N -- 3 Gila bicolor ssp. (unnamed) Charnock Springs tui chub -- R -- -- 4 Rhinichthys osculus ssp. (unnamed)

Monitor Valley speckled dace C2 -- N -- 2

Total Occurrences 40 C2 – Federally listed species of concern LE – Federally listed endangered species (in danger of extinction in all or a significant portion of its range) YES – State protected species under NRS 501. R – Rare species, vulnerable to decline; Nevada state ranked as threatened ER – Especially rare species, vulnerable to extinction or extirpation due to extreme rarity; Nevada state ranked as endangered N – BLM species classification; Nevada Special Status Species (designated Sensitive by State office) C – BLM species classification; California Special Status Species and proposed or candidate for listing in Nevada; protected by Nevada state law S – United States Forest Service and BLM Sensitive Species; listed by USFWS; protected by Nevada state law W – United States Forest Service Watch species

Source: State of Nevada Department of Conservation and Natural Resources, Natural Heritage Program, 2004.

The majority of the listed occurrences in Table 2.4 happened in Nye County. The dark sandhill skipper (Polites sabuleti nigrescens) and the pygmy rabbit (Brachylagus idahoensis) occurrences happened in Lander County; the Nevada viceroy (Limenitis archippus lahontani ) and wood stork (Mycteria

http://heritage.nv.gov/sensplnt.htm

27

Americana) occurrences were sighted in Eureka County. Nine of the species found within the study area are classified as critically imperiled and especially vulnerable to extinction due to extreme rarity or imminent threats. Endemic status, in which the species is only found in the state of Nevada, is true for 16 of the above listed 21 species. The following species are considered to be stably declining in population: watson spinecup (Oxytheca watsonii), pygmy rabbit (Brachylagus idahoensis), wood stork (Mycteria americana), and dark sandhill skipper (Polites sabuleti nigrescens). Although not documented in the Natural Heritage Program data, BLM staff have indicated the presence of sage grouse leks in Monitor Valley and Big Smoky Valley.

Special status plant species are those that are federally listed threatened or endangered, proposed for listing, or candidates for listing under the Endangered Species Act (ESA). This status also includes those designated by the BLM as sensitive, as well as those proposed for listing by a state or county in a category implying potential endangerment or extinction. The BLM is mandated to protect and manage these species and their habitat. In the study area, there are four species considered to be special status plant species, as noted in Table 2.4.

Wildlife includes mammals, birds, fish, amphibians, and reptiles. Special status wildlife species are similarly defined as special status plant species. In the study area, there are six species qualified as special status wildlife species, as shown in Table 2.4.

Mitigation for potential impacts to biological resources will include minimizing disturbance within the construction corridor, transplanting/relocating protected species within the construction corridor, and revegetating disturbed areas with native perennial species. Impacts due to construction within the project corridor will be minimized to the maximum extent practicable. A detailed pedestrian survey of the construction corridor will be conducted by qualified biologist to locate, capture, and remove any of the listed invertebrate species. The vertebrate species are expected to leave the construction corridor as construction approaches. A botanist experienced with identifying protected plants will perform a detailed pedestrian survey to locate and transplant to areas outside the construction corridor any of the protected species found within the construction corridor. The revegetation of disturbed areas following construction will include the distribution of a native seed mix along with appropriate amount of mulch to minimize erosion, seed depredation, and seed desiccation.

3. Economic Impacts Information in this section details the potential economic related impacts and expenditures related to rail construction of the proposed Carlin route. This information was included to allow Lander County the ability to assessment potential fiscal and economic impacts associated with the construction phase of this project. This section includes both capital and operating cost estimates for the proposed route.

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An order of magnitude cost estimate was prepared for the Carlin Rail Alignment from the Union Pacific Railroad (UPRR) connection in Beowawe to a point just inside the Nellis Test Range where the Caliente corridor would intersect the Carlin corridor.

3.1 Conceptual Capital Cost Estimate Information in this section details the potential economic related impacts and expenditures related to rail construction of the proposed Carlin route. This information was included to allow Lander County the ability to assessment potential fiscal and economic impacts associated with the construction phase of this project. This section includes both capital and operating cost estimates for the proposed route.

These costs are on an order of magnitude basis, and should only be used for discussion purposes. It should be noted that construction labor may be provided through the Lander County labor force and many construction materials can be locally supplied. To prepare a more accurate cost summary a Preliminary Engineering (PE) study should be performed. However, since a PE study has not been conducted these costs were derived to include the following elements and assumptions.

• Track and associated civil work • Maintenance and classification facility at rail head • Refueling and relief station near Tonopah • Passing sidings approximately every 20 miles • Bi-directionally signaled (ABS) • Fly-over structure at major highways • Cost escalation to year 2006 US dollars • 30% contingency

The cost estimates do not include the following elements:

• Property acquisition • Rolling stock • Engineering, project management, construction management, or other

related costs

The 30% contingency is necessary to account for the uncertainties typically encountered during preliminary and final engineering. To develop an order of magnitude estimate such as this, a representative area is modeled to understand the cost impacts on some of the more challenging areas. For this reason, an area between Beowawe and the Nellis Test Range was chosen. This cost includes the signals and communication system as well as the maintenance and classification facilities. The overall cost is divided into four major categories as follows:

Track and Alignment....................................$1,012,019,284

Signaling and Grade Crossings........................$25,029,503

Maintenance and Storage Facility ....................$48,210,000

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Refueling and Layover Station ...........................$3,640,000

Total.............................................................$1,088,898,787

PB conducted field reconnaissance to assess the alignment between Beowawe and just south of Highway 50. However, similar field work in Nye County was not included in the scope of work. Therefore, the cost of any work associated with Nye County is based solely on topographical mapping.

Impacts would occur resulting from the two facilities that have been envisioned. Although it is unknown whom the carrier would be, the cars would be delivered by Union Pacific Railroad, but it is assumed that a separate carrier would transport the cars from the railhead at Beowawe to Yucca Mountain. That being the case, a facility would be needed to accept and classify the cars, maintain the locomotives, and provide a crew facility and security outpost.

The distance from Beowawe to the north end of Nellis is over 200 miles. At that distance it becomes necessary to provide a refueling station and crew quarters on the south end of the alignment. Mainly for security reasons, the location was sited outside of Nellis in a remote area near Tonopah. These two facilities represent about $51.2 million or 5 percent of the project costs.

3.1.1 Costs for Structures and Other Construction Issues

There are three areas that cause additional financial impact to the rail alignment: soft soil washes within an alluvial plain, mountain passes, and three significant highway crossings. The costs for the signaling and communications system would be normal for a rural alignment, and represent about 2.4 percent of the project cost. Other impacts include the culverts and game underpasses that would allow the railroad to minimize environmental impacts. Based on the overall project cost, these impacts are minor.

The cost per mile for a standard railroad bed is $3,151,060. Due to the impacts of the alluvial areas the cost per mile is $4,809,193. That is an increase of $1,658,133 per mile (these costs include escalation and the 30 percent contingency). The alluvial areas include the south end of Crescent Valley (15.25 miles long), most of Grass Valley (13.25 miles long), the grade just north of US Highway 50 (11.75 miles long - also impacted by mountain terrain), the southern portion of the Big Smoky Valley (23.25 miles long), and to the west of Tonopah (17.5 miles long). That is about a $140 million increase in the civil and track construction or 13.5 percent of the overall costs.

Mountainous regions are traversed by the alignment south of Crescent Valley and south of Grass Valley, comprising 17 percent of the alignment. The alignment in Nye County is located within the Big Smoky Valley. It is estimated that there would be three 65 foot bridge spans south of Crescent Valley and six 40 foot spans south of Grass Valley. The total estimated cost of bridges would be $4,058,775. This segment would include 28 miles of typical track and 12 miles of track in the alluvial area, for a total of $46,842,257.

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Impacts also include locations where the alignment crosses highways: US 50, State Route 376, and US 95. Both US highways would have to be grade separated. For purposes of this discussion, SR 376 is also planned for grade separation, although this may change during engineering. The alternative concepts of elevating the railroad over the highway, or the highway over the railroad, were considered. Given the allowable grades and rate of change for highway or railroad, it would be more efficient and cost-effective to elevate the highway, which also facilitates widening the highway in the future.

Consideration was given to the maintaining service on the highways during construction. That would require a temporary “shoe fly” to allow for bridge construction. The cost per bridge is $2,943,143, for a total of $8,829,429, or 0.9 percent of the project cost.

3.2 Conceptual Operating and Maintenance Costs

Security is a major component to be considered in determining the costs associated with operating the Yucca Mountain Rail. This section discusses hypothetical security measures that could be used to protect the railroad and the associated costs.

Most known costs are associated with commuter or freight service, both of which are established for commercial use. For the purpose of this investigation, the costs to private business entities have been removed and included costs only reflect the movement of nuclear material from Beowawe to Yucca Mountain. As such, these numbers should only be used for comparative purposes and should be further developed as part of a Preliminary Engineering effort.

Estimated costs are based on the anticipated operational requirements. Shipments would be transferred from the national rail system at Beowawe, Nevada, where they would be classified and inspected, including inspections to search for ancillary explosive devices. One or more cars transporting nuclear material would be coupled to a locomotive for transit to Yucca Mountain. It is anticipated that the main operations, maintenance, and business facility would be at Beowawe. This would be the site for maintenance of the rolling stock as well as headquarters for maintenance of way for the northern end of the project. This installation would be a secure facility and also headquarters for the security force.

Trains could not make the trip to Yucca Mountain and back to Beowawe within the maximum allowable crew hours as established by the Federal Railroad Administration (FRA). Therefore, a second facility is envisioned just north of Tonopah. This secure facility would allow for refueling the train and provide an overnight layover for train crews. Gravity refueling could be provided by an elevated tank, which would be more secure than refueling performed by a commercial vehicle. With a tank, delivery of fuel could be made during days when the train is not present and security of the facility could be maintained. Periodic inspection of the tank would be required to avoid environmental issues. This facility would also house the security and maintenance forces for the southern portion of the alignment.

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It is assumed that security monitoring devices would be used throughout the alignment and physically monitored, with 24-hour security provided. All other activities would be conducted Monday through Friday during normal business hours, with the exception of some train activities,.

A summary of estimated annual operations and maintenance costs is shown in Table 3.1. The total operating cost in 2003 dollars is $6,390,699. There are three major facility locations: the Beowawe maintenance facility, Tonopah layover facility, and the administrative offices at Beowawe. The administrative office could be located at the maintenance facility, or could be in an office complex off site, such as Battle Mountain or Elko.

Table 3.1 Estimated Operations and Maintenance Costs

Category Estimated Costs Transportation Staff $484,620 Mechanical Staff $229,968 Maintenance of Way Staff $2,520,406 Insurance $200,000 General and Administrative Staff $1,003,870 Security Staff $1,383,185 Fuel $250,800 Locomotive Lease $84,000 Car Hire / (Demurrage) (different due to forecast year) $84,000 Total Annual Expenses - 2003 $6,240,849 Source: Parsons Brinckerhoff, 2005

Operation of the rail line would require one train crew working Monday through Friday. However, this estimate doubles the size of a standard train crew to ensure that a train crew would also be available during special circumstances. A train master, dispatchers, and freight agent would also be needed. These requirements could possibly be reduced by sharing some duties, such as the freight agent’s, which probably would not require a full-time employee. Annual costs for eight employees would be $484,620.

Two locomotives would be required. Given the minimal fleet size, these could be leased vehicles, and would therefore not require full maintenance by local staff. Light maintenance and repairs could be performed by two mechanics, with an estimated annual staffing cost of $229,968.

Maintenance of way was considered for daily maintenance and repair only. Large rehabilitation or expansion would be contracted out and is not part of this analysis, which is for operations and maintenance only and does not include full life-cycle costs. Some of the items will require life cycle replacement starting in 20 years. A total of 12 track and signal maintainers would be located in Beowawe to handle the northern portion of the alignment and five would be located in Tonopah. If necessary, personnel could be shared between the two facilities. Costs include vehicles, parts, and external services (such as annual ultrasonic testing) and represent the greatest proportion of the operations and maintenance cost estimates at $2,670,256.

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Annual insurance and claims costs are estimated at $200,000. Annual general and administration costs would include nine people to perform the functions of general manager, chief of mechanical and engineering, human resources, training, and secretarial services. Some of these positions could possibly be combined. The estimated annual cost would be $1,003,870.

Because the trains would be transporting high-level nuclear waste, security is a very important element. The nuclear material is packaged in specially designed casks that are designed to survive very large shocks resulting from a collision. It would most likely be shipped in a very “generic” appearing boxcar, along with a number of empty cars to obscure the location of the nuclear material from persons with criminal intent. These cars should have tracking devices and be under surveillance during the journey.

However, the hazardous contents of the train cars would become known once the material arrives in Beowawe, requiring 24-hour security for the two facilities. Security would require 12 persons in Beowawe and nine in Tonopah. The boxcars could be hauled onto a bunkered munitions track and inspected for explosive devices. The nuclear vessel would very likely survive the shock from an explosive device but the surrounding area would need to be protected.

As mentioned earlier, surveillance devices would be used. In addition, the track would be physically inspected prior to train movement. This would be done by two inspectors in Beowawe and two in Tonopah. Subsequently, the inspectors would provide plainclothes surveillance of the train’s movement. Also, aerial surveillance would be provided using aircraft, requiring a pilot and another security person. All five security personnel would act as an emergency response team and would be weapons certified and properly equipped.

Another security function would be to ensure that all persons associated with the system have security clearance. The Federal government has a program for this known as the Planed Reliability Program (PRP), which provides a mechanism to conduct background checks. The total for security would be $1,383,185.

This cost for fuel for two trips per week is estimated at $250,800. Equipment costs are estimated at $84,000 for the lease of two locomotives.

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APPENDIX

CORRIDOR MAPS

Documents

Carlin Corridor Impact Assessment3 1. Introduction 1.1 Project Background This report provides an analysis of potential impacts associated with construction of the Carlin Alignment,